ERTRAC- Hungary Strategic Research and Implementation · PDF fileSTRATEGIC RESEARCH AND...

ERTRAC-HUNGARY

NATIONAL TECHNOLOGY PLATFORM FOR ROAD TRANSPORT

www.ertrac.hu

Strategic Research and Implementation Plan

Budapest, January 2010

Sponsored by the National Office for Research and Technology

CONTENT

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SUMMARY 2

INTRODUCTION 4

STRATEGIC RESEARCH AND IMPLEMENTATION PLAN OF THE PROFESSIONAL FIELDS 6

Mobility and transport .........................................................................6

Infrastructure planning and construction............................................29

Automotive engineering.....................................................................60

Intelligent transport systems ..............................................................83

Energy and environment ....................................................................94

Safety and security ........................................................................... 105

Economic environment..................................................................... 120

STRATEGIC FOCUSES 148

ORGANISATION OF ERTRAC-HUNGARY, MEMBERS AND WORKING GROUPS 152

The members of ERTRAC-Hungary .................................................... 154

The working groups of ERTRAC-Hungary........................................... 155

REFERENCES 158

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ERTRAC-HUNGARY

NATIONAL TECHNOLOGY PLATFORM FOR ROAD TRANSPORT

Strategic Research and Implementation Plan

(2010 -2030)

The Plenary Session of the Platform approved the draft

on 12th January 2010.

The plan is based on the vision considered and approved on 9th June 2009.

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SUMMARY

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On the turn of the millennium the European Union encouraged the role-players of science and economy to establish platforms for the enhancement of research and development efficiency and global competitiveness.

Platforms, starting to build from below, are aimed to outline the long-term vision of different sectors and to set up the necessary plans and tasks for implementation.

At present there are 36 platforms operating on union level. In the field of transport three technology platforms1 were established. The platform in road transport was established in 2003 in Brussels, which in 2004 approved its union vision up to 2020.

In 2007 the National Office for Research and Technology (NKTH) invited tenders for the establishment and organisation of the technology platforms in Hungary. The ERTRAC-Hungary National Technology Platform was supported in 2008 in the first tendering course.

Up to this time the organisation of ERTRAC-Hungary and its working groups have been established.

Parties of the 24-member platform are active in the fields of research and innovation; professional guidance and administration; industry and services; road infrastructure, operation and development, and the civil life.

Members of the working groups were recruited from similarly wide circles: they are 37 in all and are the representatives of their profession who collaborate in the elaboration of the vision of Hungary’s road transport by 2030, and based on it, in the drafting of the plan of research, strategy and implementation.

Taking into consideration the national characteristics, the Platform’s organisational and operational rules were based on the ERTRAC system decisively polished and effective according to union standards. This facilitated the dialogue, the flow of information between Brussels and Budapest. (Effective co-operation is clearly demonstrated by the fact that the first meeting of the ERTRAC national platform has been held in Budapest.

The union vision had a decisive role in outlining Hungary’s national vision. However, in comparison with ERTRAC-Hungary, a number of national strategic materials (see the References) with essentially shorter time horizon have been prepared in order to supplement the EU-wide strategic vision (e.g. the Hungarian transport concept).

The vision of ERTRAC-Hungary:

1 ERTRAC – European Road Transport Research Advisory Cauncil (www.ertrac.org)

ERRAC – European Rail Research Advisory Council (www.errac.org) WATERBORNE – European Technology Platform WATERBORNE (www.waterborne-tp.org)

Integrated with other transport modes and keeping co-modality in mind Hungarian road transport with a developed domestic network (linked with neighbouring countries), with an increased safety, a decreasing environment load and lower per-unit costs meets the social and economic demands.

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Along three main issues, ERTRAC-Hungary has outlined road research within the framework of seven thematic areas:

- Free mobility of persons and goods in compliance with national and EU priorities;

- Competitiveness of Hungary’s road transport industry;

- Sustainability.

Within the seven thematic areas, „pillars”, the Strategic Research Plan has determined in 10 974 million HUF value 93 research-development tasks, projects by the year 2030. Even within them there are highlighted such other seven research themes in which the resulting justified scientific information is indispensable for the long-term development of Hungary’s road transport.

The tasks drafted by the platform refer to road transport as a whole (government, authority, service-providers, passengers and carriers, energy suppliers, officials responsible for safety, etc.), consequently co-financing has to come into the limelight in financing of future research as well. It is important to co-ordinate appropriately on national level the activity of R+D professional fields and platforms (saving and positive synergic effects. Based on co-operation, competition and efficiency the platforms may create the basis of new-type research culture.)

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Introduction

INTRODUCTION

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In Hungary, transport, and within it road transport faces similar challenges as the European Union as a whole, namely: the aging population, migration, environmental sustainability, energy problems, urbanization, and global trends.

Moreover, national characteristics like inadequate network of expressways deteriorated national public roads, high road accident risk, low-level intermodality are also added.

In order to improve the country’s competitiveness and the quality of life of the population, the main task of the ERTRAC-Hungary National Technology Platform for Road Transport (further on ERTRAC-Hungary) established under the sponsorship of the National Office for Research and Technology, which is related to the EU level ERTRAC is to elaborate for the government, the competitive sector and the role players of research and innovation the research-development strategy for domestic road transport based on the determination of the long term vision of Hungarian road transport.

Based on its activity, ERTRAC-Hungary has prepared a status report on national road transport. The working groups of the Platform, on the basis of the status report, which was discussed on several forums and accepted by the plenary session, prepared the vision by 2030.

During the elaboration of the vision the working groups were thinking about several development tendencies, scenarios. For predictability, the vision – cleaned off the extremities – has been based on main trends, the most probable main streams.

Built upon the situation analysis and vision, this document contains the Strategic Research Plan (SKT) presenting the vision-required research priorities and the implementation terms.

It specifies the midterm and long-term objectives, – priorities in research and development, their scheduling, the results to be achieved, – the availability of which is the precondition of the implementation of the planned vision.

Along three main issues, ERTRAC- Hungary outlines the road researches in 7 main thematic areas or „pillars”:

I. Free movement of persons and goods on local and regional levels in compliance with domestic and EU priorities: 1) Mobility and transport; 2) Infrastructure planning and construction;

II. Competitiveness of domestic road transport industry: 3) Vehicle technology; 4) Intelligent Transport Systems;

III. Sustainability: 5) Energy and environment; 6) Safety and security; 7) Economical environment.

The SKT includes the strategic objectives to be attained, and specifies the research tasks. Examines the difficulty of the implementation of the research tasks and the social usefulness of the expected results.

The difficulty of the implementation of the research task (5 refers to the implementation of research tasks realizable subject to biggest difficulties) is determined with the methodology, the demands for technology/instrument, existing domestic skills, knowledge, time and costs in view.

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Introduction

Social usefulness from 1 to 5 points (where 5 refers to the greatest benefit that can be achieved) indicates the benefit that the result of the planned R+D theme can generate with the satisfaction of the social and environmental requirements, the reduction of accident risk, and the establishment of more liveable residential circumstances in mind. It is important to have the results contributed to the increasing competitiveness of Hungary.

The Implementation Plan defines the strategic objective, the expected outcome specified among the research tasks of the SKT, – providing for the achievement of the long-term objective – as well as the direct user of the result. It contains the scheduling of the R+D tasks and proposals concerning the organizations, which should participate or should be involved in the solution of the tasks. The cost demand of the research is determined according resource composition (state, self-government, competitive sector). The plan for Strategic Research and Implementation in the fields of road transport becomes finalized by the consensus-based adoption of the ERTRAC-Hungary member organizations.

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Strategic Research and Implementation Plan of the Professional Fields Mobility and transport

STRATEGIC RESEARCH AND IMPLEMENTATION PLAN OF THE

PROFESSIONAL FIELDS

■ Mobility and transport

Passenger transport

Status report

At present, road transport is the most remarkable performance carrier in passenger transport and it will remain so in the future, too. This being a world tendency is also true for Hungary. It is another question, to what extent is transport divided between private and public sectors.

Development of motorization in Hungary

Motorization boom reached Hungary late – in the eighties –, therefore a significant part of the public transport needs was met by public transport means, giving birth to a transport network covering the whole territory of the country providing for services – of moderate level – to workplaces, schools and of leisure (in 1970 the number of passenger cars per 1000 population was 23, this rate increased to 187 passenger cars/1000 population by 1990, the year of transition. In 2009 the number of passenger cars per 1000 population reached 304 units2).

The change of the network of settlements, the system of their connection

In Hungary, in the seventies the specialisation of urban districts increased: residential areas, administration centres, industrial areas developed. As a result of specialization, specific travelling demand raised, and inasmuch as the level of motorization was extremely low, the problem had to be solved by public transport. In the nineties, due to decrease of workplaces, the spreading of small-enterprises, forced enterprising, the specialization within settlements decreased, reducing this way the travelling demands. Occurrence of micro-enterprises contributed to, moreover required the increased use of passenger cars, since work trips, purchase- and services-related trips merged.

Establishment of the institution of self-governments was an outstanding result of transition. Ambitions of independency, of self-supply enhanced, the system of relationships between settlements loosened leading to the decreasing of the travelling demands. This process became more emphasized due to the increase of unemployment and the related appearance of „forced enterprising” trying to find their living within settlements’ borders.

Division of labour among sub sectors

Notwithstanding its actual still advantageous rate, in Hungary the modal split is endangered, because the passenger car even today is the symbol of freedom and welfare (this is common in EU member states) while public transport is interpreted as the mobility form of the poor.

2 Data source: Central Statistical Office

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Such a strong transport policy would be required which by rethinking the function of different transport sub sectors would reinterpret in the context of socio-political relationships their duties and have the conditions of operation (regulatory, financial and incentive) assigned to them.

In its absence, at present, certain contradictory regulation is in force, the public transport as a whole, and road transport within it are also operating according to the principle of surplus and the sub sector’s infrastructure-replacement function is not recognized.

As our place and role is concerned

In comparison with 1980, the national level of the private transport by 2005 raised from 45% to 60 %, while in public transport total passenger transport output reached the 1980 level only. Motorization in Hungary is continuously increasing (at present it is about 50% of the EU15’s average), however, in order to meet the emerging transport demands, public transport still will be needed for a long time.

In Hungary, the demand for quality level public transport exceeds the EU average to a considerable extent, moreover the share of public transport in passenger transport also is pretty much higher than the EU average. Bus dominates public transport; it carries almost 80% of passengers in the interurban traffic, while its share in transport performances is 53% (the railway carries 22% of the passengers in the same segment, providing almost 47% of passenger-kilometres performances). The market situation of community-owned bus companies is problematic due to the aging vehicle fleet (at Volán companies disproportionately high number of vehicles are almost 12 years old). In order to reach the ideal average age of 5-6 years, at least 600 new buses should be purchased annually.

Basic problems (right attached to transport, primary supply, basic mobility, role of public service)

Subsequent to the change of the economic and political system, the rights linked to mobility have not been specified in the Hungarian constitution by pragmatically interpretable rules. In more developed and economically more stable European countries there are examples for the definition of basic mobility. The state makes continuous attempts in order to harmonize the passenger public transport by railway and road, and nevertheless to develop ideal modal split, because of the above said, this could not be realised quite consequently. Most providers of public road services are in state/self-government property, however, the role of private enterprises – directly and sharply representing the entrepreneurial interests – is also gradually increasing.

EU basic principles and regulations

(competition, support, capital, regulated competition in sub sectors, harmony between sub sectors)

The EU principles and directives set new challenges to public service transport systems, where the main problem is that the Hungarian transport conditions are strongly different in their geographic, urban structure, dependency, system of terms and ownership aspects, and therefore, domestic enterprises are not fully prepared yet to comply with requirements on subsidy and competition. Initial steps have been taken concerning the neutral subvention system; nevertheless the extent and distribution of subsidies do not result in better modal split. State subsidy and loss financing together with resulting revenues does not provide sufficient funds for a passenger transport basically of better quality and more concerted. In the competition on the opening market within each sub sectors the focus of competing ability will aim at competitors and not at sub-sectoral co-operation.

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Geographic conditions of transport (network, stops)

Taking into consideration the service network of public transport, in European context, the railway as far as its density is concerned, as in Germany, represents a high-scale coverage, at the same time in two thirds of settlements the railway service has no direct access, contrary to bus services, which cover the settlements in 99% and operate in a network system. Private transport, which can further increase due to expanding motorway network, is a serious rival for both services. However, dependence of public transport will continue to exist further on in the most disadvantageous areas of the country, moreover it may increase – due to aging, to the decreasing number of the population and as the living conditions are becoming heavier – while the operation of the service becomes more and more uneconomical.

The environment of operation

Passengers’ expectations towards quality are intensifying, the technical solutions are growing for meeting the travelling demands on a high level, but the public service providers are less capable to comply with these changing demands, which in the competition with private transport is threatened by further decrease of the positions gained in the modal split.

The systems, appropriate to manage in system and network approach the large towns’ transport, providing passengers with attractive public transport, and harmonized connection with private transport (P+R, B+R) are also missing as parts of transport federations.

Flexible transport systems have no substantial practice; at present their application can be explained not only with the inexperience of the enterprises but also with regulation deficiencies.

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The most important elements of the vision of the year 2030

■ The decrease of the population (in 2030 Hungary’s population is expected to be ~9,5 million), the increasing number of households (singles) and the demographic trends pointing to the development of the aging society generate new forms and demands of mobility and forecast the growing requirements for harmonised, more attractive, user-friendly mobility systems. Public transport in addition to meeting basic social demands (i.e. journey to work, smooth accessibility to services of education and health) gets a greater role in complying with the needs of the aging society’s increasing activities of tourism and leisure.

■ Due to the change in the living standard, the growth of the vehicle stock approximates that of the average of the EU-27s.

■ Majority of passenger transport related tasks emerge in towns and their conurbation where public transport increases its attractiveness by providing the user-friendly services adjusted to different demands.

■ Due to traffic congestions which are becoming more and more serious, to the increasing/raising of the additional costs imposed on individual transport (congestion-charge, parking and environmental charges, etc.), as a result of preferring public transport and the environmental conscious education with respect to climatic changes, the social and transport policy aspects, the importance of the public transport by road increases along with the further growing share of the individual transport.

■ Because of the better-integrated unity of vehicles operated in public transport and in private ownership, all social strata of different age and income categories will have appropriate access to convenient transport.

In Hungary the share of private transport is increasing; the present fleet of motor vehicles is expected to increase by 70%. Parallel with social and demographical trends the importance of public transport grows primarily in large towns and their conurbation.

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Strategic objectives wished to be achieved

■ Mobility can only be developed, formed subject to the exact knowledge of the mobility demands which are related with the operation of the society, economy and public administration, therefore, the in-depth knowledge of mobility demands, and motives is a fundamental objective.

■ In addition it is necessary to know also the participation (financing) willingness of the stakeholders (individuals, state, self-governments) playing role in meeting the mobility demands.

■ The final objective is the optimal transport modal split harmonized with mobility demands and with their meeting possibilities for sustainable development.

Specifying the research tasks

1. Issue of the regular services supplied

The purpose of the application of different models addressed to the improvement of the service level is to increase the attractive force of public transport and to stimulate the demands. There is a close relationship between the improvement of the service level and the increase of the travelling demands; surplus input is associated with the increase of the travelling performances. In this case, the use of the service-level increasing models – e.g. scheduled timetable – besides reducing the per-unit costs, moderates or even may stop the public transport’s losing grounds over private transport.

It is necessary to examine whether it is feasible to moderate or to stop the reduction of the share of public transport by increasing its attractiveness or how long the increasing of the quality will be associated with the development of latent needs, the consideration of the price-performance ratio.

On the basis of several recently conducted surveys, the correlations (e.g. number of services in the locality concerned, specific travel demands of a locality) between the increase of the service demands and the passenger traffic changes should be studied.

2. Issue of primary supply

The term of primary supply, the responsibility of supply are repeatedly evolving problems of transport development, but not correctly determined issues.

Primary supply can be examined according to two aspects:

− Primary supply to be provided as a service by transport concretely (meaning by it not only the public transport, but for example, in the most extreme case the provision of the conditions of pedestrian traffic as well.).

− The issue of the responsibility of supply can be deduced from the infrastructure-substitutive role of transport, i.e. implementation of traffic conditions necessary for different infrastructure services.

It can be assumed that a higher level of primary supply may be associated with higher economic development, so it would be useful to understand the relationship between public transport and economic buoyancy: on the basis of international benchmark and in a retrospective analysis of the last 30 years by the exploration and forecast for 20 years of the interrelationships between transport and economy.

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3. The change of the territorial needs of transport, options of meeting the claim (horizontal, vertical)

Expected trends of territorial needs of transport, survey of limits, proposal for appropriate, harmonised land-use. It is conceivable that transport, mobility will be increasingly limited in the future by restrained availability of the territories usable for this purpose.

What should be studied?

− The actual territorial demand of different transport modes (also including pedestrian traffic).

− The size of the land – on the surface, under the surface, above the surface – available and useable for transport.

− Possibility of decreasing the territorial demand by harmonised development of the transport sub-sectors.

− Possibilities of decreasing the land-use demand by the extension of public transport (e.g. passenger car - taxi, private bicycle – hired bicycle, private road – public road, etc.).

− Decreasing land-use demand by using technical development means (e.g.: public area surveillance, radar control etc.).

4. Up-to-date possibilities for measuring and modelling the travel demands, statistical indicators, standardization of definitions

Technical development made the updating of information collection and the simplification of processing possible. It became possible the handling of larger and more proportioned sets than before. This justifies the development of new modelling forms. Standardization of definitions and indicators is also an urgent task, since different words are used as synonymous terms, and the system of transport statistics indicators needs also to be updated.

According to information-collection and -processing based on modern technological devices, the preparation of such models is necessary which allow the analysis of the replaceability of several transport modes and the latent needs to be determined.

During the research, it would be justified to solve also the standardization of the currently used statistical indicators and definitions.

To be examined: What kinds of development models can be created in the recently developed database, which models answer the problems of development, the transfer between transport modes, the environmental impacts?

5. Understanding the passengers’ behaviour On the basis of a (new) countrywide, in-depth survey of the house-holdings and of the employers’ interviews it is the task to produce a continuously updated database, which responds to the core issues related to mobility inclinations. Inclusion of periodical and repeated data surveying and continuous data analysis is necessary.

6. Sustainable modal split

Determination of the minimum sustainable, optimal and environmental conscious modal split.

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Assessment of the problems of feasibility and of the social usefulness of the tasks

Scheduling of the tasks, the character of research3

3 Basic research: experimetal and theoretical work primarily addressed to acquisition of new knowledges

(knowledge improvement). Applied research: scientific activity carried out for the acquisition of new knowledges and directed to the accomplishment of a concrete problem. Development research: utilization of scientific and engineering knowledges and of practical experiences, production of new or essentially improved products, services, tools, methods and procedures.

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Financing demands of the tasks

MOBILITY AND TRANSPORT/ Passenger transport

Serial number Research task Financing demand*

1. Issue of regular service 30 millions HUF

2. Issue of primary supply 60 millions HUF

3. Changing of land use requirement in transport, options for meeting the requirements (horizontal, vertical) 90 millions HUF

4.

Up-to-date possibilities for the measurement and modelling of travel demands, standardization of statistical indicators, definitions 450 millions HUF

5. Survey of passengers’ behaviour 30 millions HUF

6. Sustainable modal split 220 millions HUF

Total 880 millions HUF

Note: */ Net minimum values on 2009 annual prices.

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Implementation Plan of the R+D tasks

R+D task: 1. Scope of the issue of regular services

Objective: Moderation of the shrinking share of public transport

Result: The price/value ratio of the increase of attractiveness becomes clear

Direct user: In customer’s position the state, the local governments

Financier: State, local governments

Performers of R+D activity: Organizations for research and development selected by invitations for tendering

Cost: 30 millions HUF

R+D task: 2. Scope of the issue of primary supply

Objective: Definition of optimal mobility

Result: Establish the harmonised development of economy and transport

Direct user: In customer’s position the state, the local governments

Financier: State



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R+D task: 3. Changing of land use requirement in transport, possibilities for meeting the requirements

Objective: Most reasonable use of the land available and provided for transport during the process of meeting the transport demands

Result: Harmonised development in different sub-sectors, increased use of the technical devices

Direct user: State, self-governments

Financier: State



R+D task: 4. Up-to-date possibilities for the measurement and modelling of

travel demands, standardization of statistical indicators, definitions

Objective: Based on social and economic data development of new modelling forms

Result: The study of the replaceability of different transport modes, as well as of latent demands becomes possible

Direct user: The ministry of transport, self-governments, as well as transport service providers

Financier: Ministry of transport, self-governments, as well as transport service providers



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R+D task 5. Understanding of passengers’ behaviour

Objective: Up to date information about the mobility generating factors

Result: Reliable traffic-forecast, deliberately formed modal split

Direct user: Transport service providers, as well as in a customer’s position: the State and the self-governments

Financier: Ministry of transport, self-governments, as well as transport service providers



R+D task: 6. Determination of sustainable modal split

Objective: Resource optimisation in terms of sustainability

Result: Proposal for most efficient way of meeting mobility demands, the socio-politically, ecologically and economically justified regulating system of public and individual (passenger car) transport.

Direct user: State, self-governments

Financier: State, self-governments



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Goods carriage Status report

In Hungary’s logistics market in the past 20 years, and recently, the role of purely speculative investments has been very strong, which kept professional development down. From the side of storing logistics the real estate speculators, while as far as forwarding is concerned, the role-players of grey-economy were considered as retarding forces. This basic situation has been even worsened by the „Hungarian Entrepreneur’s” inexperience in the system of market economy. Moreover, almost nobody from the role players of the economy was motivated for the development of the sustainable systems; the plans for business development were usually elaborated up to markets’ acquisition. Summarized, this period can be easily called as the era of „wild capitalism”.

Price competition was almost the only battle-field of markets’ acquisition, where those firms had an advantage over the others which could transitionally finance operation below the average market prices, hoping that later, parallel with the increase in volumes and synergy, their expenses would really fall below the price, a change that usually did not happen. So, exploitation of subcontractors, payment delays of several months, non-payments and liquidations became permanent.

In the past years, the profession of road transport (except one or two remarkable representatives) decayed, both professionally and with respect to the economic circumstances. This means in our interpretation that carriers in the hope of the tasks unachievable on the long-term – i.e. confident that there always be so many contractors and duties that they can find at any time another workplace – tried and still try to evade both on the level of means and processes all those professional requirements, which imply the special service of the forwarding duties. Consequently, unfortunately, and because of narrow-mindedness, from the aspect of such very important indicators as productivity and quality service, incredible possibilities were missed, and this way, already since years, the profession got in an economically so much depressed situation that the oversupply and more unfavourable transport charges had been generated. On the top of it, under the pressure of general cost decreasing restraints of the consigners and in order to maintain their market share (only to keep vehicles engaged in transportation) they entered such price-race which contributed seriously to the closing up of such big firms as the Rynart Transport Ltd.

Out of this fight to date such firms, mainly the representatives of the consigners’ side, have/may come out like winners which concentrating on the development of their above mentioned indicators make significant investments (subject to existing necessary financial background), and so they are focusing on their own specialized fleet, or following more favourable cash-flow views, pass their requirements on appointed carriers (see for example the representative retail chains also present in Hungary). I.e. those, which went into the frontline and kept their position along specific cost reductions. The other half of the previous winners, who of course can belong to this category on the short term only, are carriers, the holders of sufficient reserves (e.g. generated from eventual extra profits of previous periods, or from the results of other businesses operated in cross-financing) helping them to undertake the charge of operation below production costs

By now, in Hungary the available fleet in domestic and international transport, taking into consideration the continuous decrease of goods-emission volumes and the concentration due to the opening of the central stores, exceeds the demands to be serviced. All this results in their permanent decreasing number. Because of price competition the situation of carriers is redefined, since the decreasing transport charges cover to less and less extent the expenses of the multi-strata circle of transporters (even inclusive the international sector). Nevertheless, the professional expertise analysed above is indispensable for daily operation of transportation activities and for its

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maintenance. Some of the elites of the profession who recognized the possibility and realized that a new form of service-providing is emerging which is already introduced in other fields, i.e. in the framework of professional guidance the carriers are released from the tasks of negotiating, organizing, administrating and reporting, however, the tasks of forwarding are not traded like during classic shipping procedures, some percent is due only subject to the turnover. So there is no wedging between the contracting parties, which means a more simple and at the same time cheaper economic solution.

In international transport it is explicit since long, but at home it happened only under the influence of the last years that carriers try to have their return trip load as well. Within their own possibilities they tried to find jobs in order to cover the given demands with more or less success, because the retail chains with serious goods-output volumes realized soon that the return trip loads imply fantastic potentials and they seized a significant part of the freight with central stores relations for their own vehicle fleets.

The road network, which made considerable progress in the past years, should also be mentioned. The length of the motorways is worth mentioning; they reach the borders also in all directions. Of course, this is advantageous in both domestic and international freightage. Moreover, the time has arrived when the construction of roads with classic, radial, Budapest-centred layout has been finished and that of the roads, transversal, and definitely supporting the transit traffic has started. In this context there is only one problem, namely the mechanism of tolls. Inasmuch as – contrary to the system used in countries more developed than Hungary – the toll is not distance related (depending on the kilometres run), it can never support sound competition either within road haulage or between different transport modes (railway, etc.). This is an especially great carelessness if Hungary’s position in Europe is taken into consideration, and it is found that huge transit traffic crosses the country in both directions. So, the hauliers running their vehicles really loaded, should it be at home or in transit, given the specific cost factors, are in essentially better situation than those who are more rarely using the road sections with tolls. However, except motorways the deterioration of the secondary road network is rapid and spectacular. Road defects inevitably, in other places the ill-considered speed limits increase the travel time and costs.

The fuel price, as a decisive part of prime costs cannot be left out of consideration. It is well known that after an increase of several years in 2008 a beneficial fall set in, but the hauliers did not take the advantage of this circumstance either. Since at the transport companies in the expenses passed to books the rate of the fuel costs took incredible sizes increasing year by year, the carriers at the sacrifice of hard work reached that in a better case their transport charges followed the increase of the fuel price. However, nobody thought that the price of the fuel could fall as well. Consequently, in the transport charges the consigners wished to realize decreases of the same percentage as the increases experienced before. Then, it came to many hauliers’ mind that the unjustified demonstration of the fuel costs, or linking of the changes of the freight charges to this level is not unconditionally expedient.

As far as the circumstances of the crew – drivers, personnel engaged in loading, machine operators – are concerned, it has to be mentioned that their waging, since the major part of it is mainly generated by fuel savings, already reaches that degree for which already the work of quality level can be expected. However it is still insignificant to compete with similar EU wages. Therefore, essentially, despite the increasingly serious safety devices and processes no joyful decrease can be experienced in deficiencies. Nevertheless, the composition of the vehicle fleet has undergone a positive change, and by now the crew can enjoy the comfort of a passenger car so their work is by no means so exhausting as it was in the age of the IFAs.

It cannot be left out of consideration that phenomenon either, according to which subsequent to the period of the great outsourcing of the nineties, by now taking serious scales, the consigners have been

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reorganising under their own management the significant part of their logistic activities, so the haulage as well. For example, in England, TESCO is the largest company engaged in haulage (with most facilities and personnel), obviously having the trade as its basic profile. Today in Hungary the vehicle fleet of large retail chains is very remarkable as compared to their full carrying capacity. The reason of course, was the sound service of enormous volumes and by now the number of those carrying capacities can only be increased in a rational way by the expansion of the trading possibilities, which do not perform it as a basic activity.

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Most important elements of the 2030’s vision

■ The globalizing economy and the expanding world trade taking advantage of the fact that important international trade routes cross Hungary, upgrade the economic aspect of the geographic position of the country.

■ In the case of urban or long-distance deliveries, goods transport and logistics make use of public roads and other transport modes more and more efficiently (specifically with less energy consumption and lower environmental load).

■ In goods transport, the so-called co-modality is realised, i.e. each transport sector in every element of the transport chain provides for the duty where it is most efficient.

■ Regional logistic centres are established in many places in the country. They do not provide for the Hungarian needs only, but parallel with fading borders they also cope with real regional jobs (SK / CZ / AT / HU, later RO / SRB / CR / UA).

■ The state motivates the role players of the haulage market (consigners and carriers alike) to work more efficiently (trucks’ rate of ladenness, lower fuel consumption, minimal standstills, etc.) by a system of stimulation for self-control and efficiency enhancement. The operation of the system is maintained thanks to the savings resulting from more efficient work.

■ High-level IT/IS required for efficient haulage is available. Faster data flow, invoicing, more efficient and cheaper work performance can be achieved.

■ Intermodality is a common, proved mode of goods transport, adopted and supported on a large scale.

■ Accredited tare-depots are operated in several places in the country in order to eliminate the unnecessary empty return-trips.

■ Haulage is characterised by specialization. Everybody is engaged in the segment he is the specialist of. Therefore, vehicles are specialised as well, and as a consequence, efficiency intensifies which results in cheaper prices and cleaner environment.

The domestic transport by road and the urban transport of goods will expand in both relative and absolute values. In comparison with other transport modes, the role of road transport in domestic haulage will increase faster, whereas, due to multimodality it will rise in an almost similar rate in transit.

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Strategic objectives wished to be achieved In our view the most important tasks of the haulage sector are the following: � To increase efficiency

- By the system of state incentives for remunerating efficient work performance, since the inland market actually is not adequately developed for self-control (carriers’ tools are not enough in order to compensate – at least in a part – the greater potential of the consigners)

- By promotion of specialisation - By highlighting the intermodal transport modes - By exploitation of the IS / IT systems’ potentials

� To decrease environmental load - Application of different synergies in domestic haulage - Application of different synergies in urban distribution

� To promote safer goods carriage - By deliberate design - By synergies’ development

Accordingly the following themes are recommended for research: Issues related to the transformation of the region’s system of logistics-haulage as highlighted by the customs of consumption and trading:

� How could the state create such a system of incentives, which would motivate the role players of the market (consigners and hauliers) for more efficient work performance? What economic, social and environmental benefits could this imply for Hungary?

� How could the advantages of Hungary’s geographic position be more efficiently exploited?

� Which are the points the state should undertake a role? � Potentials of intermodality. � Better utilization of the potentials offered by the transit routes.

Development of the system of goods distribution countrywide and in the large towns of Hungary:

� How could the actual system get developed in terms of economic, environmental and social sustainability?

� Reduction of environmental load. � Reduction of traffic and accident risk hereby. � Ensuring a more viable living environment.

Mapping and development of the possibilities of the intermodal transport modes in the case of domestic distribution of goods, exports and transit carriages:

� In case of given haulages how can you select the most appropriate transport mode or combination?

� How can you set up such a state incentive system, which efficiently turns the consigners as well as the carriers toward the optimal combination?

Surveying the latest IS / IT possibilities, theoretic as well as practical application thereof in goods carriage:

� What potentials will be available in the next 3/10/20 years? � What advantages could imply their implementation, then application at the transport

companies? � The European „Galileo” system

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� services supplied, potentials offered by it; � plan to implement in practice the accession to the system; � creation of Hungary’s service environment.

Specification of the research tasks 1. Issues related to the transformation of the region’s system of logistics-haulage as highlighted by the customs of consumption and trading Strategic objectives dedicated to achievement

� regional centres: o terms of establishment of the regional centres, and the environment to be developed

necessary for the firms’ decision to find the circumstances attractive for locating their regional logistics centres in Hungary;

o IS/IT requirements to be met; o how can its most efficient intermodal and specialised servicing logistics network be

developed? � reduction of emissions by better capacity utilisation

o specialisation; o development of synergies; o harmonisation of divergences resulting from different consumer demands.

Definition of tasks necessary for the achievement of the strategic objectives:

� mapping of the midterm and perspective schemes of the companies engaged in haulage and logistics;

� mapping of the midterm and perspective schemes of the trading and manufacturing companies present in the region.

More detailed description of the research theme: Almost all trading or manufacturing companies, important in the European sense or worldwide, are actually present in Hungary. Beside them do exist local, Hungarian firms also. Every firm engaged in production or sales has its own strategy, the way dedicated to transmitting the different products to consumers. In many cases, these strategies do not only include the transport of end products, but also that of the raw materials, i.e. they comprise the whole transport chain. More and more companies think, that – because transportation and logistics are not closely related to their core-activities – the firms specialised for given tasks shall be charged with implementation. However, current experience shows that the mater stops here, as outsourcing can produce no more added value. The reasons are multiple:

- no document can be presented to clients arguing on smarter, cheaper and more environmental friendly solutions

- firms for manufacturing and sales solve isolated their tasks of logistics character. None of them are really inclined to co-operation in transport, because they suppose that they lose their competitive advantage.

If the research results in a survey, then an objective and very concrete document will be available, which shows the points that allow hitherto the unexploited potentials for synergies, thus creating a competitive market for all actors of the region. 2. Development of the system of goods distribution countrywide and in the large towns of Hungary: Strategic objectives dedicated to achievement:

� emission reduction with better capacity utilisation o specialisation;

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o development of synergies; � improvement of the profession of haulage to transform it into a recognized, surplus value

producing sector; � high level IT/IS available for efficient haulage; � specialisation in the light of requirements and environment.

Definition of tasks necessary for the achievement of the strategic objectives:

� mapping of the potentials attached to the geographic position of the Hungarian cities; � development of the current system in terms of economic, environmental and social

sustainability; � reduction of environmental loading; � reduction of traffic, hence of the accident risk; � providing for more liveable living surroundings.

More detailed description of the research theme Presently, the system of goods distribution is completely unregulated, being developed in an ad-hoc mode. There are no data on how could this need be met most effectively, disturbing the least the living environment and the population, while the least polluting the environment. All this may result such anomalies, that for example in certain downtown districts in certain periods of the day (typically in the morning) it is simply impossible to travel (including the traffic of local scheduled services), because 2-3 pickups are carrying cargos to every small shop. No general solution exists, because each region or city is different. The research is addressed to the preparation of an objective and comprehensive study, which – with the involvement of all the stakeholders of the market and administration – offers solution for local authorities and recommendations for the role players of the market. 3. Surveying the latest IS / IT possibilities, their theoretic as well as practical application in goods carriage: Strategic objectives desired to be achieved:

� to increase the efficiency of haulage by taking advantage of recent technology; � to decrease environmental load caused by haulage with the help of the development of

synergies resulting from efficient organisation as well as by the minimization of empty runs. Definition of duties necessary for the achievement of strategic objectives:

� collection of all possible inputs coming from the Hungarian haulage market and the clients' side (basic research)

o the „Galileo” system planned to be developed currently; o mapping and analysis of the demands and the currently available possibilities;

� development of the terms of accession for Hungary’s economic stakeholders o preparation of the system; o elaboration of the accession terms to the system; o elaboration of the necessary marketing plan; o carrying out the marketing campaign and its propagation on the largest possible scale; o co-ordination and promotion of accession to the system.

� permanent maintenance and improvement of the system, research and implementation of new possibilities (research development).

4. Mapping and development of the possibilities of the intermodal transport modes in the case of domestic distribution of goods, export and transit carriages:

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Strategic objectives desired to be achieved: � emission reduction by the selection of the most appropriate modes of transport and of related

means o specialisation; o development of synergies;

� improvement of the haulage profession in order to have it become a recognized surplus value producing sector;

� make available the high level IT/IS necessary for efficient haulage; � specialisation in the light of requirements and environmental loading.

Definition of duties necessary for the achievement of strategic objectives:

� mapping of current needs and available capacities, and of the role players of the market; � how can the actual system be developed in terms of the economic, environmental and social

sustainability; � reduction of environmental load; � decrease of traffic, hence of the accident risk; � mapping the reduction possibilities of traffic load.

More detailed description of the research theme Hungary is a transit country. This is a fact, we have to live with; it may have disadvantages and advantages alike. The objective of the research is to assess how to transfer through the country the transit traffic most efficiently and subject to causing less environmental impacts. What are the benefits, the inconveniences and the possibilities of road freight transport, as opposed to rail transport? When is it worth changing between the transport modes? What should be done in order to achieve the objective?

Because of the slow reaction time of the role players of the market, minimum 5-10 years are required for the achievement of the strategic objectives, that is, in order to develop the steps required for the achievement of the strategic objectives, the assessments and related recommendations have to be prepared as soon as possible.

Timeliness of the research tasks: the themes have to supply gaps, studies and strategies of this kind or of similar character for many years are available in EU-12 countries. Therefore, we recommend their urgent preparation.

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Scheduling of tasks, character of research

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Financing demand of the tasks

MOBILITY AND TRANSPORT/ Goods carriage

Serial number Research task Financing requirement*

1.

Questions relating to transformation of the region’s logistic and forwarding system in the light of consumption and trading practices 16 millions HUF

2. Improvement of Hungary’s inland and urban goods distribution system

Basic study + the feasibility study of one concrete field: 17 millions HUF Feasibility study relating to further 32 large towns and to the region: 76 millions HUF. Total: 94 millions HUF

3. Survey of recent IS / IT possibilities, their use in theory and in practice in the field of goods carriage

Estimated financial requirement of the research task:

− basic research: 12 millions HUF

− applied research: 44 millions HUF

− development research: 36 millions HUF. Total: 92 millions HUF

4.

Mapping the possibilities of intermodal transport modes and their development in inland goods distribution and in the export and transit traffic 17 millions HUF



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R+D task:

1. Questions relating to transformation of the region’s logistic and forwarding system in the light of consumption and trading practices

Objective:

Conditions, possibilities of development and support of the regional logistic centres, simultaneously the reduction of emissions by using the resulting synergies

Result:

A recommendation supported by figures to promote the co-operation between consigners and carriers, which includes the expectations of manufacturing companies, the carriers’ potentials and the interests of the state

Direct user: Private companies engaged in manufacturing-marketing and forwarding

Financier: Ministries for transport, environment protection, finance and economy

Performers of R+D activity: Organizations for research selected by invitations for tendering

Cost (HUF): 16 millions HUF

Task: 2. Improvement of Hungary’s inland and urban goods distribution system

Objective:

Research and proposal for the goods distribution system of Hungary’s large towns reducing the environmental load and providing for the needs of the local population in a more efficient and safer way

Result:

Drafting 32 factual proposals, relating to towns/regions with the inclusion of the self-governments’ demands and taking into account the needs of the role players of the market

Direct user:

Primarily the self-governments of settlements/regions and the manufacturing, marketing and forwarding companies operating in these areas

Financier: Ministries for the management of self-governments, transport, environment protection, finance and economy



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Task:

3. Survey of most recent IS / IT possibilities, their use in theory and in practice in the field of goods carriage

Objective: Utilization of the Hungarian potentials of the European Galileo system, its development, propagation and operation

Result:

Concrete action plan including all inputs, proposals for implementation and sustainable operation

Direct user:

Hungarian manufacturing, marketing and forwarding companies in state and private ownership

Financier: Ministries for transport, environment protection, finance and economy



Task:

4. Mapping the possibilities of intermodal transport modes and their development in inland goods distribution and in the export and transit traffic

Objective:

Using the intermodal transport modes the mapping of and presenting proposal for the implementation of the objectives drafted in the TransVision

Result:

In compliance with the aims and tasks set forth in the report, proposal for the medium and long term development of the present system with special regard to the presentation of possibilities

Direct user: The Hungarian state, the local authorities, manufacturing-marketing or forwarding companies in part in private ownership

Financier: Ministries of transport, environment protection, finance and economy



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Strategic Research and Implementation Plan of the Professional Fields Infrastructure planning and construction

Infrastructure planning and construction

Status report

Hungary’s road network is capital-centred, of radial structure. No tangible result could be achieved yet to transform the rigid, radial structure into ring-radial in national, regional and road infrastructure development.

Absence of cross connections, inadequate number of bridges is typical. The two Danube bridges (i.e. in Dunaújváros and Szekszárd) recently set into operation give hope for the construction of the M8-M4 axle, and the M9 expressway. However, implementation and true realisation of their economic impacts will take at least 10-20 years.

The road sector, especially as regards construction, in recent years has undergone significant transformation. Constructions of national expressways and priority main roads got a remarkable impetus. These improvements were and are significantly above and beyond the bearing capacity of the country, notwithstanding that partly, they have been funded from EU resources. These roads are mostly constructed by using modern technology. Technical solutions (viaducts, tunnels) used in national constructions to a limited extent before, are also present. Admitting that their use sometimes led to explicitly unjustified and seriously wasteful solutions, and their technical and professional reasoning raises serious doubts, whereas from the aspects of technological level, size and technical devices applied, these are real novelties in the Hungarian road sector.

Against this background, the maintenance and operation of the road asset in national management, and in addition the state and maintenance of the roads in the management of the self-governments are of dramatically low level in some places, moreover, they are specifically inadequate.

Construction and updating, maintenance of local authority and especially of city roads cannot keep up with demands, in many places not even with technical development either. Situation is particularly bad in Budapest, where reconstructions postponed for decades are implemented – in relation to previous years – in forced pace, against great sacrifices, often at the expense of quality. It is another issue, that the rate of road maintenance in the Capital in relation to the rhythm of technical aging can still be considered mediocre at least, and for the greatest part of the year, conditions are chaotic due to unharmonised, unorganised reconstruction works.

It is unfortunate, that the city’s political and professional leadership, erroneously, practically neglect to designate routes for traffic diversion in case of road constructions, and so far there is no guidance for the available alternatives. Traffic management, drivers’ information, and the best possible utilization of routes’ diversion are all for the benefit of the environment and the improved quality of life. All this should be mentioned since the traffic management activity related to the Capital’s bad asset management and inadequate road reconstruction is permanent and is closely linked to the range of infrastructure development and construction.

Most of the national road network has been implemented, while in the years to come, in addition to the development of the expressways, the construction along a new alignment of the bypass sections of localities and of some elements of the network in the management of the self-governments occur as implementation tasks. To increase the capacity of the existing roads by the expansion of new traffic lanes and climbing lanes gets a special emphasis. In comparison with previous periods, the importance of road maintenance and operation, the retaining of the value of the existing road network, the demand for the enhancement of its economically efficient and safe traffic is clearly increasing.

The „National 2009-2016 Reconstruction Programme for Roads and Bridges” prepared in 2008, identifies in annual breakdown the conservation, updating and reconstruction related tasks which, if met by the end of the period, the overall condition of the national road network would approximate

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the present average condition of the „old” EU member states. Development and intervention realised especially in the fields of traffic organisation and traffic engineering, which subject to less expenditure result in relatively high efficiency, have to be exploited.

Spreading of economical, but technically appropriate, modern procedures in construction technologies and the use of building materials are necessary.

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Most important elements of the vision by 2030

■ Through the investments realised, the network of road infrastructure becomes optimal, it will be monitored, repaired and maintained continuously in compliance with requirements and standards. Its utilisation will become more efficient, and consequently, services offered to users will become optimised. Infrastructure development will be supported by efficient research addressed to new materials and technologies.

■ In 2030, the structure of Hungary’s road network will not be as much Budapest-centric as it is today, its traversability will be assured by north-south and east-west oriented alternative expressways. As soon as the EU’s internal borders are eliminated, systems of regional relationship evolve, and in their main traffic flows, too, there will be road connections of high category.

■ Designing of the road construction and maintenance processes maximises the extent of recycling. Advanced technologies make the utilisation of the resources and energy more efficient than before.

■ Land use developments are better integrated into transport planning in order to reduce the unnecessary exploitation of the area caused by transport and parking.

■ Real time data on transport and road conditions are available within integrated information system, which helps transport control, and improves the utilisation of the networks in such a way, as people are able to make decisions based on real information.

■ In order to provide prompt building, long lasting services, low maintenance costs and reusability, in the case of bridges and other structures, innovative designs and strengthening technologies are available.

■ For spreading the alternative transport modes and decreasing the environmental loading,

cycle-paths will be available in a higher rate than actually.

By 2030, the present radial structure of Hungary’s network of expressways and main roads will be transformed to grid-structure system aligning with the road system of the neighbouring csountries. Developed road network of expressways makes possible to reduce the country’s environmental damages and road safety risks as well as its social expenses simultaneously with the increase of transit traffic. Level of regional, local and urban roads will reach the EU15s’ 2010 average characteristic.

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Reduction of environmental damages caused by road transport, environmental conscious planning paying attention to environmental limits.

■ Maximisation of competitiveness and efficiency on both national and regional levels.

■ Ensuring equal access to services.

■ Improvement of road safety.

Specification of the tasks of research

1. Network development

1.1. Assessment and continuous monitoring of the correlation between regional and road-network development

This group of themes is dedicated to paying off an old debt of regional development. In many cases regional development neglects or provides a secondary role to the area-shaping, economy-intensifying role of transport development. To eliminate this deficiency the differentiated and continuous monitoring of the real correlations of these factors is necessary.

1.2. Exploration of the role of the road network within the integrated transport network, further development of the national road network structure, research of related solutions, possibilities and activities - assessment of the accordance between the rate of development of road transport (as integral part of the uniform transport development) and of the national economy

The activity of road network development integrated into the uniform transport system needs continuous updating in the fields of methods, procedures, assessment and application as well. In the updating of the procedures, there should be defined the system of evaluation, as well as the scheduling to be specified on the basis of these considerations. Feedback gets an outstanding role in the process, since the national economical effects of the proposed network development activity present repeated reactions to the development requirements of the transport network and evidently of the road transport network within.

1.3. Expected future sociological (demographic) changes – trends in the population number, lifestyle changes, ageing of the population, spreading of the telework, etc. – surveying the effect on the demands for road network development

In all aspects, the fluctuation of the traffic volume both in time and space is the function of the economical and social processes. As such, it changes according to the continuous change of the affecting factors. Expected loading of the road network changes as a result of the emergence of new business forms, population practices, international effects, etc. Monitoring of this dynamic system requires constant maintenance of the road network development plans, their frequent on-line revision.

1.4. Overview of the legislative background and obligations of infrastructure planning, construction and maintenance, exploration of the extent of possible deregulation

Infrastructure planning, construction and maintenance imply the complex subsequent combination of a number of necessary planning and procedural steps. Obligations, laws, regulations coming from a wide range of most different administrative areas often produce a confused and contradictory regulatory system. Its revision, rationalization and significant streamlining makes necessary the use of deregulation – the procedure already applied in advanced western countries.

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1.5. Elaboration of recommendations, based on the exploration of the economic and financial background of road infrastructure planning, construction and maintenance

In recent decades, as opposed to the practice of the last few years – thanks to EU membership – financial resources of the national road network development activities mainly came from the European Union. A number of procedures, regulations unknown in the Hungarian practice hitherto were required as well as processes generated by this relatively new systems. Their analysis and further involvement of the national resources need the overview of the system of processes and as far as possible management thereof. Until this time, domestic application has been mainly determined by EU norms and practices. Nevertheless, the union common law having been familiarized with, and attained, the national interests increasingly require all the vertically connected units of road network development and maintenance to be governed by national economic policy and profession.

Although, the financial involvement into road investments and maintenance activities of the impoverished self-governments – in seriously disadvantageous situation – as well as of the greater part of the stakeholders of the economic life does not hold out much hope, it is not inconceivable in some cases. In the framework of the research topic those economic and social incentives should be examined which on the basis of the principle of mutual interest try to involve increasingly the above mentioned actors of the economy and society into the financeability of the objectives referred to.

1.6. Analysis of the effective economic and technical content of road development and maintenance in order to define the optimal ratio of the dynamic approach between the two fields

− Clear and dynamic approach-based separation of the maintenance and development duties

In recent decades, the road sector, often governed by momentary financial regulators and interests, interpreted the road construction and road maintenance terms with different technical content. Also from this point of view, the technical aspects should become again the focus of decision-making.

− Exploration of the definition and technical content of maintenance cycles in function of the traffic load, the structural pavement characteristics and of other factors

This topic is of outstanding importance from the point of view of the domestic road sector. It comes down very hard on the system of road network, that instead of complying with given maintenance and reconstruction cycles, the activities of maintenance and reconstruction are carried out in Hungary ad hoc, at random. This way, permanent and unstoppable losses of the road asset are increased moreover, due to low efficiency it leads to severe financial lavishness. In the knowledge of the necessary factors related to traffic, pavement structure, etc. the road management system already elaborated before, or its updated form should be applied:

− Different optimums of maintenance and development rates, taking into account the characteristics of the roads in local, regional and self-government managements.

With reference to the aforementioned point, the optimums in the field of development and maintenance vary in relation to different regional units, self-governments, regions, etc.

This system of differentiated optimum criteria may become a factor of technical development and loss reduction from economical aspect as well.

1.7. Decisive socio-economic role of the secondary road network, its necessary and possible development and maintenance, as well as financeability

− Developing methods to evaluate the complex, economic and social efficiency of the secondary road network ensuring accessibility.

In general, the need for the development and maintenance of the secondary road network cannot be justified by traffic and road safety data, at the same time the developing and social

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role of providing access of secondary roads is beyond dispute. In the framework of the topic that complex method of evaluation should also be elaborated, which takes into account the latter aspects as well.

− Development options of the financing system of the secondary road network in the case of national and local public roads.

In many cases the financial responsibility of an element of a given secondary road network is controversial. Although an element of the state’s road network is concerned, the stakeholders of the economy and public administration can often play also financing role. This topic aims at financing restructuring and updating.

2. Planning and asset management

2.1. Application for public roads of the engineering principles on duration

− Planning of the whole service life (including the end of life strategy).

In view of road management it is decisive to determine the design service life. The recommended topic sets the method thatof as its objective.

− Transposition in practice of the principles of road design focusing equally on technical, economic, financial, environmental, social and human aspects.

2.2. Requirements of standards for road infrastructure

− Definition and application of the necessary and sufficient road safety approach in the standard specifications for road infrastructure.

− Environmental effects of standard specifications relating to pavement geometry.

2.3. Elaboration of local roads’ planning regulations different from those relevant to national roads

Previously, there were separate design standards for urban roads and for rural roads as well. The profession has been conscious of their absence since years; therefore, the design standard relevant to urban public roads should be developed within the framework of this theme.

2.4. Current developments to create the national road asset management

Development of the technical decision-supporting means (e.g. PMS, BMS) asset management.

The appropriate system for decision preparation and evaluation is the most important basic means of road management.

2.5. Responses in road planning to be given to the expected challenges of the global climate change

3. Road constructions

3.1. Assessment of current building materials and their substituting equivalents used in road pavement structures

Permanent increase of demands on road transport, the expected rising of the axle load and the gross vehicle mass make necessary the utilisation of the most recent building materials and their substitutes in road pavement structures.

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3.2 Development of equipment for environmental friendly road construction and rehabilitation

Mapping the environmental loading elements of building technology, mitigation of relevant environmental loads.

3.3 Construction of cost- and energy economical pavement structure

Continuous rising of the road construction costs makes the utilisation and development of more economical technologies and pavement structures necessary. In addition, special attention should be paid to environmental restraints relating to production and use of the building materials.

− New building technologies of cost- and energy efficient pavement structures.

− Validation of the durability of new pavement structures.

3.4. Development of the concrete pavement construction technologies

3.5. Development of current bridge-building technologies with the exploration of the deterioration parameters of given bridge elements and structures

3.6. Development of materials and construction technologies able to bear permanently, without deterioration, the heavy traffic load

As it is well known, the specific mass of commercial vehicles is permanently increasing. The increasing loading capacity implies increasing exploitation and as a result of it the requirement for the development of more robust, more stable pavement structures arises which need less frequent rehabilitation.

− Drawing closer to one another the actual speed of different deterioration types, development of pavement structures of ’uniform strength’.

− Exploration of different pavement deterioration processes as well as of the factors of influence.

− Research of possible moderation of rutting.

− Research of the relationship between technological discipline and pavement deteriorations by auditing.

3.7. Responses to give to expected challenges of the global climate change in road construction planning

4. Maintenance-rehabilitation

4.1. Development of a system to minimize the inconveniences caused to road users in the process of planning the improvement of the condition of roads (maintenance-rehabilitation)

Prolonged road reconstructions cause immense difficulties for traffic as well as surplus expenses and environmental load. The designation of alternative routes, the application of traffic engineering devices is necessary. This proposal sets as its objective the updating of this technical solution.

− Facility level solutions.

− Network level (optimisation of more interventions along longer road sections) strategies.

4.2. Development and spreading of the procedures for recycling the structural road pavement materials

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Road maintenance and reconstruction usually imply significant environmental pollution. Such technologies should be developed which considerably moderate these impacts.

4.3. Development and spreading of the procedures for recycling the structural road pavement materials

4.4. Responses in road maintenance to be given to expected challenges of the global climate change

5. Operation

5.1. Survey of the effects of global climate changes on traffic organisation and development of effective responses

− Possibilities of more efficient utilisation of space-time in transport.

− Complex efficiency analysis of bus-lanes.

− Capacity increasing measures using methods of traffic engineering and with less construction demand.

− Management of traffic deviations, traffic disturbances.

5.2. Elaboration of regulations on traffic calming facilities with optimisation of the environmental and safety aspects

5.3. Collection and utilisation of actual, detailed and reliable information about road infrastructure (condition, traffic conditions, exceptional events)

5.4. Development of traffic engineering planning with sustainable transport in mind

As it is known, the traffic engineering measures imply low cost, high efficiency interventions; therefore, permanent efforts should be made in order to make the best of the potentials of modernization offered by traffic engineering procedures.

5.5. Development of the road pricing system

The distance related road fee collection system becomes more and more justified. Financial background of very expensive road developments and reconstructions should be ensured by all means. This needs the elaboration of sophisticated and differentiated fee collection procedures, principles and methods.

5.6. Survey of the effects of global climate changes on traffic organisation and development of effective responses

Significant reserve is latent in traffic organisation activities. Still less research has been carried out in this field of transport planning.

5.7. Making arrangements for the introduction of traffic management on the national network of public roads

− Development of road meteorological and automatic data collecting systems.

− Development of modern systems of traffic regulation and information.

− ITS improvements relating to goods transportation and logistics.

5.8. Effect of the intelligent transport systems and services (ITS) on the tasks of road construction, maintenance and operation

− Response given to legislative issues.

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− Implementation of relevant financial tasks.

− Improvement of ITS related co-ordination activity.

− Arrangements made for ITS training.


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Scheduling of the tasks, the character of research

39


40


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INFRASTRUCTURE PLANNING AND CONSTRUCTION


1. Network development 415 millions HUF

1.1.

Assessment and continuous monitoring of the correlation between regional and road-network development 50 millions HUF

1.2.

Exploration of the role of the road network within the integrated transport network, further development of the national road network structure, research of related solutions, possibilities and activities - assessment of the accordance between the rate of development of road transport (as integral part of the uniform transport development) and national economy 110 millions HUF

1.3.

Expected future sociological (demographic) changes – trends in the population number, lifestyle changes, ageing of the population, spread of the telework, etc. – surveying the effect on demands for road network development 20 millions HUF

1.4.

Overview of the legislative background and obligations of infrastructure planning, construction and maintenance, exploration of the extent of possible deregulation 50 millions HUF

1.5.

Elaboration of recommendations, based on the exploration of the economic and financial background of road infrastructure planning, construction and maintenance 60 millions HUF

1.6.

Analysis of the effective economic and technical content of road development and maintenance in order to define the optimal ratio of dynamic approach between the two fields 110 millions HUF

1.7.

Decisive socio-economic role of the secondary road network, its necessary and possible development and maintenance, as well as financeability 15 millions HUF

2. Planning and asset management 250 millions HUF

2.1. Application of the engineering principles on duration for public roads 55 millions HUF

2.2. Requirements of standards for road infrastructure 45 millions HUF

2.3. Elaboration of local roads’ planning regulations different from those relevant to national roads 20 millions HUF

2.4. Current developments to create the national road asset management 80 millions HUF

2.5. Responses in road planning to be given to expected challenges of the global climate change 50 millions HUF

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3. Road construction 410 millions HUF

3.1.

Assessment of current building materials and their substituting equivalents used in road pavement structures 60 millions HUF

3.2. Development of equipment of environmental friendly road construction and rehabilitation 60 millions HUF

3.3. Construction of cost- and energy economical pavement structure 60 millions HUF

3.4. Development of the concrete pavement construction technologies 60 millions HUF

3.5.

Development of current bridge-building technologies with the exploration of the deterioration parameters of given bridge elements and structures 60 millions HUF

3.6.

Development of materials and construction technologies able to bear permanently without deterioration the heavy traffic load 80 millions HUF

3.7. Responses in road construction planning to be given to expected challenges of the global climate change 30 millions HUF

4. Maintenance-rehabilitation 270 millions HUF

4.1.

Development of a system to minimize the inconveniences caused to road users in case the process of planning the improvement of the condition of roads (maintenance-rehabilitation) 40 millions HUF

4.2. Development and spread of procedures for recycling the structural road pavement materials 100 millions HUF

4.3.

Improvements to reduce the environmental impairment effect of the road maintenance and road reconstruction technologies 70 millions HUF

4.4. Responses in road maintenance to be given to expected challenges of the global climate change 60 millions HUF

5. Operation 470 millions HUF

5.1.

Possibilities of updating the existing roadways with special regard to better exploitation of existing capacities and attention to sustainable road transport 70 millions HUF

5.2.

Elaboration of regulations on traffic calming facilities with optimisation of the environmental and safety aspects 25 millions HUF

5.3.

Collection and utilisation of actual, detailed and reliable information about road infrastructure (condition, traffic conditions, exceptional events) 100 millions HUF

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5.4. Development of traffic engineering planning with sustainable transport in mind 50 millions HUF

5.5.

Survey of the effects of global climate changes on traffic organisation and development of effective responses 25 millions HUF

5.6. Making arrangements for the introduction of traffic management on the national network of public roads 100 millions HUF

5.7.

Effect of the intelligent transport systems and services (ITS) on the tasks of road construction, maintenance and operation 100 millions HUF

Total 1 815 millions HUF


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R+D task

1.1. To study the interference between regional development and road network development and continuous monitoring of the process

Objective:

In many cases the regional development’s roles of forming the environment and intensifying the economy are neglected or get a secondary importance. Elimination of this deficiency needs the differentiated and continuous monitoring of factual interferences of these two factors.

Result: Harmonized regional and road network development

Direct user: Ministries of transport, regional development, self-governments, regional councils

Financier: Departments of transport, environment protection, regional development, self-governments, finance


Cost (HUF): 50 millions HUF (Shared resource funding: 80 % the state, 20% self-governments, 0% competitive sector.)

R+D task

1.2. Exploration of the role of road network within integrated network of transport, further improvement of the national road network structure, research of relevant solutions, possibilities, actions – studying the agreement between the rates of the development of road transport and of national economy as integral parts of uniform transport development

Objective:

Activity of road network development Integrated in the uniform transport system needs continuous updating, both in the fields of methods, procedures, evaluation and application. During the updating of the procedures the system of evaluation and the scheduling to be established thereupon need to be determined.

Result: Structural improvement of the national road network

Direct user: Departments of transport, regional development, regional councils

Financier: Ministries of transport, environment protection, self-governments, finance


Cost (HUF): 110 millions HUF (Shared resource funding: 80 % the State, 20% self-governments, 0% the competitive sector.)

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R+D task

1.3. Surveying the effect of expected future sociological (demographic) changes – number of population, changing life style, the aging of the population, spread of the telework, etc. – on road network development demands

Objective:

The fluctuation in time and in space of the volume of road traffic in all aspects is dependent on economical and social processes. As such, it changes in conjunction with the continuous changing of the influencing factors. As a result of the evolving new enterprising forms, population habits, international touches, etc. The expected load of the road network changes. Constant monitoring of this dynamic system makes necessary the continuous maintenance, frequent on-line inspection of the road network development plans.

Result: More efficient road network development strategy and practice

Direct user: Ministries of transport, regional development, self-governments; regional councils

Financier: Ministries of transport, environment protection, regional development, self-governments, finance


Cost (HUF): 20 millions HUF (Shared resource funding: 90 % the State, 10% self-governments, 0% competitive sector.)

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R+D task

1.4. Legal background of infrastructure planning, construction and maintenance, over viewing the obligations, exploration of the extent of possible deregulation

Objective:

Infrastructure planning, construction and maintenance; successive process of a number of necessary planning and procedural steps. Frequently the obligations, laws, regulations from most different fields of administration result in some confused and contradictory system of regulation. Therefore, a procedure used already in developed western societies: inspection, rationalisation and considerable simplification of deregulation is necessary.

Result: More efficient strategy and practice of road network development, construction, maintenance

Direct user: Ministry of transport, regional development

Financier: Ministry of transport, regional development


Cost (HUF): 50 millions HUF (Composition of resource funding: 100 % the State, 0 % self-governments, 0% competitive sector.)

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R+D task

1.5. Elaboration of recommendations, based on the exploration of the economic and financial background of road infrastructure planning, construction and maintenance

Objective:

Knowing and acquiring the EU common law, the national interests require to a greater extent that the national economic policy and the profession govern the whole scale of road network development and maintenance. Within the research theme those economic and social incentives should be analysed, which based on the principle of being mutually directly affected try to involve to an increased extent the role players of the Hungarian economy and society.

Result: More efficient strategy and practice in road network development, construction, maintenance and financing

Direct user: Ministry of transport

Financier: The ministries of transport and finance


Cost (HUF): 60 millions HUF (Resource composition: 100 % state, 0 % self-government, 0% competitive sector.)

R+D task

1.6. Analysis of the effective economic and technical content of road development and maintenance in order to define the optimal ratio of dynamic approach between the two fields

Objective:

Clear and dynamic separation of duties on maintenance and development. Exploration of the specification and the technical content of the maintenance cycles in the function of traffic load, the characteristics of the pavement structure and other factors. Different optimums of the rates of maintenance and development, keeping in mind the characteristics of the roads in national, regional and local government management.

Result: More efficient strategy and practice of road network development, construction, maintenance and financing


Financier: The ministries of transport and finance


Cost (HUF): 110 millions HUF (Resource composition: 100 % state, 0 % self government, 0% competitive sector.)

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R+D task 1.7. Decisive socio-economic role of the secondary road network, its necessary and possible development and maintenance, as well as financeability

Objective:

Developing methods to evaluate the complex, economic and social efficiency of the secondary road network; assuring accessibility. Development options of the financing system of the secondary road network in the case of the national and local public roads.

Result: Ensuring proportionate and planned, demand-oriented development of the secondary road network

Direct user: The ministries of transport, regional development, self governments, the regional and self-government councils

Financier: The ministries of transport, environment, regional development, self-governments and finance


Cost (HUF): 35 millions HUF (Resource composition: 100 % state, 0% self-government, 0% competitive sector.)

R+D task 2.1. Application of the engineering principles on duration for public roads

Objective:

Planning of the whole service life (including the end of life strategy). In view of road management it is decisive to determine the design service life. The recommended topic sets the method thatof as its objective. Transposition in practice of the principles of road design focusing equally on technical, economic, financial, environmental, social and human aspects.

Result: Effective road management

Direct user: Ministry of transport, self-governments

Financier: The ministries of transport, self-government


Cost (HUF): 55 millions HUF (Resource composition: 100 % state, 0% self-government, 0% competitive sector)

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R+D task 2.2. Standard specifications for road infrastructure

Objective:

Definition and application of the necessary and sufficient road safety approach in the standard specifications for road infrastructure. Environmental effects of standard specifications relating to pavement geometry.

Result: More streamlined basic provisions in regulation


Financier: Ministry of transport

Performers of R+D activity: Organizations for research selected by invitations for tendering, MAÚT

Cost (HUF): 45 millions HUF (Resource composition: 100 % state, 0% self government, 0% competitive sector.)

R+D task

2.3. Elaboration of local roads’ planning regulations other than those relevant to national roads

Objective:

Previously, there were separate design standards for urban roads and for rural roads as well. The profession has been conscious of their absence since years, therefore the design standard relevant to urban public roads should be developed within the framework of this theme.

Result: More streamlined basic provisions in regulation





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R+D task

2.4. Current developments to create the national road asset management

Objective:

Development of the technical decision-supporting means (e.g. PMS, BMS) asset management. The appropriate system for decision preparation and evaluation is the most important basic means of road management.

Result: More updated basic requirements and practice in asset management





R+D task

2.5. Responses in road planning to be given to expected challenges of global climate change

Objective: Design adjusted to the changing climatic conditions

Result: More updated basic requirements and practice in asset management





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R+D task 3.1. Assessment of current building materials and their substituting equivalents used in road pavement structures

Objective:

Permanent increase of demands on road transport, the expected rising of the axle load and of the gross vehicle mass make necessary the utilisation of the most recent building materials and substitutes in road pavement structures.

Result: More recent, more durable, more economical road pavements





R+D task 3.2. Development of equipment of environmental friendly road construction and rehabilitation

Objective: Mapping the environmental loading elements of building technology, mitigation of relevant environmental loads

Result: More recent, more durable, more environmental friendly road pavements


Financier: The ministries of transport, environment



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R+D task 3.3. Construction of cost- and energy economical pavement structure

Objective:

Continuous rising of the road construction costs makes the utilisation and development of more economical technologies and pavement structures necessary. In addition, special attention should be paid to environmental restraints relating to production and use of the building materials. New building technologies of cost- and energy efficient pavement structures. Validation of the durability of the new pavement structures.

Result: More recent, more durable, more environmental friendly, more economical road pavements

Direct user: Ministry of transport, environment

Financier: The Ministry of Transport, the Ministry of Environment



R+D task 3.4. Development of the concrete pavement construction technologies

Objective: Experiments to be carried out in order to have more updated, durable and cheaper concrete pavements developed and more widely spread in road construction.

Result: More updated, durable, environmental friendly and economical road pavements


Financier: Ministry of Transport, Ministry of Environment



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R+D task 3.5. Development of current bridge-building technologies with the exploration of the deterioration parameters of given bridge elements and structures

Objective: Experiments in order to have more updated, durable and cheaper bridge-structures and to have them more widely spread.

Result: More updated, durable, environmental friendly and economical bridge-structures




Cost (HUF): 60 millions HUF (Resource composition: 70 % State, 0% self-government, 30% competitive sector.)

R+D task 3.6. Development of materials and construction technologies able to bear permanently without deterioration the heavy traffic load

Objective:

Drawing closer to one another the actual speed of different deterioration types, development of pavement structures of ’uniform strength’.

Exploration of different pavement deterioration processes as well as of the factors of influence.

Research of possible moderation of rutting.

Research of the relationship between technological discipline and pavement deteriorations by auditing.

Result: More updated, durable, environmental friendly and economical road pavement structures





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R+D task 3.7. Responses in road construction planning to be given to expected challenges of the global climatic change

Objective:

Elimination of the significantly negative effects expected to result from future climatic changes, and the mapping, modelling of real impacts, neutralization of unfavourable consequences.

Result: More updated, durable, stable and economical road pavement structures



Performers of R+D activity: Organizations for research selected by invitations for tendering, MAÚT, climate researchers


R+D task

4.1. Development of the system to minimize the inconveniences caused to road users in case of planning the improvement of the condition of the roads (maintenance-rehabilitation)

Objective:

Lasting road reconstructions are causing immense difficulties for traffic as well as surplus expenses and environmental load. The designation of alternative routes, the application of traffic engineering devices is necessary. This proposal sets as its objective the updating of the technical solution that of.

− Facility level solutions.

− Network level (optimisation of more interventions along longer road sections) strategies.

Result: More continuous, safer traffic flow





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R+D task 4.2. Development and spread of procedures for recycling the structural materials of road pavements

Objective: Road maintenance and reconstruction usually imply significant environment pollution. Such technologies should be developed which considerably moderate these impacts.

Result: More updated, durable, stable, economical road construction



Performers of R+D activity: Research and building organisation selected on the basis of tendering, MAÚT


R+D task 4.3. Improvements to reduce the environmental impairment effect of road maintenance and road reconstruction technologies

Objective: Development of methods for reducing as much as possible the environmental harms caused by road construction and maintenance.

Result: More liveable environment



Performers of R+D activity: Organizations for research selected by invitations for tendering, MAÚT, experts of environmental protection


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R+D task 4.4. Responses in road maintenance to be given to expected challenges of the global climatic change

Objective:

Elimination of the significantly negative effects expected to result from future climatic changes, and the mapping, modelling of real impacts, neutralization of unfavourable consequences.

Result: More updated, durable, stable, economical road pavement structures





R+D task 5.1. Possibilities of updating the existing roadways with special regard to better exploitation of existing capacities and attention to sustainable road transport

Objective:

Possibilities of more efficient utilisation of space-time in transport.

Complex efficiency analysis of bus-lanes.

Capacity-increasing measures using the methods of traffic engineering and the ones with less construction demand.

Management of traffic deviations, traffic disturbances.

Result: More efficient, economical road network





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R+D task 5.2. Elaboration of regulations on traffic calming facilities with optimisation of the environmental and safety aspects

Objective: Road safety improvement, reduction of environmental load

Result: Mitigation of environmental harms and reduction of the number of accidents





R+D task 5.3. Collection and utilisation of actual, detailed and reliable information about road infrastructure (condition, traffic conditions, exceptional events)

Objective: Up-to-date data provided for decision makers

Result: Timely intervention of correct technical content and of adequate extent in the system and operation of the transport system.





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R+D task 5.4. Development of traffic engineering planning with sustainable transport in mind

Objective:

As it is known, traffic-engineering measures imply low cost, high efficiency interventions; therefore permanent efforts should be made in order to make the best of the potentials of modernization offered by traffic engineering procedures.





R+D task 5.5. Survey of the effects of global climate changes on traffic organisation and development of effective responses

Objective: Significant reserve is latent in traffic organisation activities. Still less research has been carried out in this field of transport planning.

Result: More applicable traffic organisation and traffic engineering



Performers of R+D activity: Organizations for research selected by invitations for tendering, climate researchers


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R+D task 5.6. Making arrangements for the introduction of traffic management on the national network of public roads

Objective:

Development of road meteorological and automatic data collecting systems.

Development of modern systems of traffic regulation and information.

ITS improvements relating to goods transportation and logistics.

Result: Real time transport organisation measures


Financier: Ministry of transport, Ministry of self-governments



R+D task 5.7. Effect of the intelligent transport systems and services (ITS) on the tasks of road construction, maintenance and operation

Objective:

Responses given to relevant legislative issues.

Implementation of relevant financial tasks.

Improvement of the ITS-related activity of co-ordination.

Preparatory work with relation to ITS training.

Result: Real time transport organisation measures concerted with the road construction and maintenance activities





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Strategic Research and Implementation Plan of the Professional Fields Automotive engineering

Automotive engineering

Status report

In Hungary, in the field of automotive engineering and production, bus manufacturing was a remarkably developed area, which in recent decades was significantly pushed into the background: chiefly due to the loss of big markets. The remaining production capacity is mostly engaged in deliveries dedicated to US markets – in compliance with regulations related to American state investments and purchases the „degree of readiness”, the foreign value added of the imported buses may not exceed a certain limit – a fact that partly limits production’s development and increase.

Taking advantage of major traditions, accumulated technical and technological knowledge, the development of bus manufacturing, designing, assembling may become an important task in the future: this can get a special timeliness in the coming decades, because taking into consideration the number, the operation time and the general conditions of the Hungarian bus fleet, annually 800-1200 buses should be replaced which at present is solved from foreign purchases.

As of the nineties, automotive production and assembly reappeared in Hungary: both in Suzuki (Esztergom) and Opel (Szentgotthárd) factories cars manufacturing started in 1992, and since 1994, Audi also started engine production in its plant in Győr, then as of 1998 in addition to engines’ production, cars are also assembled in this factory.

Today (2009), in Hungary General Motors gearboxes and engines, as well as cars are manufactured in the Hungarian plants of Suzuki and Audi.

Additionally, just like in the other countries of the region, in Hungary, too, the suppliers manufacturing vehicle parts for the West-European car manufacturers are present in a great number. Settlement of vehicle parts manufacturing companies due to Hungary’s advantageous geographic position and to relatively cheap labour began in 1990-s, then as a consequence; several important parts suppliers-manufacturers conveyed their development activities also to Hungary. (Knorr-Bremse, Thyssen-Krupp etc.)

Based on the above, researches and developments linked to strategic objectives functionally fit into the manufacturing and product development activities of the companies referred to.

For example, researches addressed to the development of driver’s assisting systems may be linked to the activity of the ThyssenKrupp Presta Hungary Ltd., which for years carried out in Hungary the development of the safety-critical electric steering systems.

Similarly, the developments may fit into the improvements to vehicle electronic control systems and to chassis control systems in progress at the Budapest Development Centre of Robert Bosch Ltd. and the results can be used in Hungarian production as well (Eger Bosch Rexroth Pneumatika Ltd. – pneumatic valves, pneumatic cylinders; Hatvan Robert Bosch Elektronika Ltd. – electronic controls manufactured for automatic transmission, ABS, airbag, electro hydraulic power assistance, chassis electronics, on-board computers, as well as ESP and reversing radar sensors, complete instrument panels; Miskolc Robert Bosch Energy and Body Systems Ltd. – production of starter motors, relays and transmissions, air conditioners, electric motors, wiper systems.)

Area researches can relate to activities carried out in the Budapest-Veszprém Research-Development Centre of the Continental-Teves Hungary Ltd., and the results can be utilized directly in the manufacturing performed in the company’s five Hungarian plants, where electronic braking and safety systems, stability control systems, automotive air spring and shock absorbing systems are produced.

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In the improvement of the systems to reduce the severity of collisions the development of vehicles’ seats may get an outstanding place, and the results achieved can be utilised in the vehicle seats’ manufacturing plants (Gödöllő, Gyöngyös, Győr, Mór) of the Lear Corporation Hungary Ltd.

Results achieved in the development of the systems to reduce collisions’ severity and for passenger and pedestrian safety may also be utilized in the Hungarian plant (Autoliv Ipari és Kereskedelmi Kft. Sopronkövesd) of the world’s greatest automotive safety systems manufacturer.

Intelligent automatic transmissions necessary for the development of full drive-by-wire4 systems, the results achieved in the development of such systems can be utilized in the production of engines and gearboxes performed at the GM Powertrain Hungary Ltd.

Interior elements related to the development of passenger safety systems as well as the results achieved in the development of the materials used in the production of these elements can also be utilised directly in manufacturing, for example at the BOS Automotive Products Bt., where interior elements made of plastic are produced.

Given the fact, that in Hungary a large number of manufacturers of motor vehicle components are working for car producers, expansion to whole production process of the integrated product liability principle and the results achieved in the research of the related development methods could be used efficiently in the production process at several manufacturers. Production and production-support specific developments may get a special actuality by the Mercedes-Benz vehicle manufacturing start up in Kecskemét, which creates significant opportunities in the supply industry and primarily in the field of education-research linked to production–support.

To develop shredding technologies 5 is a real demand; it is necessary because of EU requirements: the average age of the almost 3 million passenger cars fleet is much higher than the European average, the cars are generally operated in less favourable conditions (worse infrastructure, roads of poorer quality, inappropriate maintenance, etc.), leading to a more intensive wear and tear of the otherwise old vehicle fleet. Actually, about 120-130 thousand wrecks are produced annually, but this figure is an estimation only, because beside the approximately 200 registered workshops engaged in disassembly there are about 1000 more which operate illegally, – and the wrecks taken over legally are processed in 3 shreds.

In Hungary, at present the average age of the cars set into operation is more than 10 years, in the light of the corresponding technical standard, the fuel consumption and harmful emission of these vehicles in Hungary is higher than in countries with modern vehicle fleet.

Currently, motor vehicles with conventional gasoline or diesel fuelled internal combustion engines and equipped with conventional power chain are widely available. However, these motor vehicles because of harmful emissions and depletion of the stocks of their fossil fuels in a few decades will not be able to meet – the constantly growing – needs.

At the same time, the high efficiency vehicles (e.g. hybrids) currently are not available for all social strata; necessarily, one objective of the developments is to reduce significantly the costs of the existing production technologies.

Today, fossil energy carriers provide the dominant share of the energy in the industry. For a short time, their present availability makes accessible the needed amount of energy for all markets at a relatively low price, at the same time because of the significant increase in the use rate – and due to limited nature of stocks – within a couple of years the competitiveness of those deprived of the

4 Expression „drive by wire” refers to electronic devices which instead of mechanic or hydraulic

connection transmit just by electric signals the driver’s intention to the systems of intervention. 5 Shredding is a high performance, modern crushing technology for the selection of iron, non-ferrous

metals and other non-ferrous wastes from various sheet clippings and iron scraps.

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methods necessary for the replacement of current energy carriers and technologies will decrease significantly.

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The most important elements of the 2030’s vision

■ Such drivers-assisting – in given case replacing – systems will spread, which – for the improvement of the already existing active speed control automatism – in certain conditions of operation – will be able to control the vehicle (braking, accelerating, steering), without the intervention of the driver (e.g. on motorways, in case vehicles’ advancing in convoys).

■ Such systems will be applied for the prevention of collision, which already preliminarily with great probability identify a collision or accident, and are capable to avoid it by active intervention into vehicle control – by steering or braking.

■ The motor vehicle production systems maximize the extent of reusability. Advanced technologies enable us to utilize resources and energy more efficiently than before.

■ Very probably, exhaust emission and noise loading caused by road transport will decrease significantly as a result of the application of partly hybrid systems based on present internal combustion engines and also due to the use of alternative fuels. At the same time, it will be a challenge to reduce the emission resulting from electric and hydrogen production, both needed for propulsion.

■ Future vehicles do not stand alone in transport, they are not independent and isolated objects, but will have permanent relationship with:

- Immediate environment, i.e. their direct environment, the roadway and its facilities;

- vehicles moving on a given road section in their immediate vicinity;

- other vehicles moving on their fully planned routes;

- radio stations and satellites dedicated to traffic control (GPS systems).

Up to 2030 the character of road vehicles will not vary basically from the currently known designs, however it will increase the rate of vehicles operating with alternative fuels and meeting the environmental, safety and efficiency requirements on a higher level. As for on-board vehicle systems, the general spread can be expected of the intelligent driver-assisting systems, which are already feasible at the present level of engineering and technology.

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Strategic objectives desired to be achieved

■ Development of such driver assisting – in given case replacing – systems, which in certain conditions of the operation, are able to control the vehicle safer than a human person is capable for.

■ Due to current abrupt increase and spreading of vehicles, there is a growing demand both for vehicles and fuels needed for operation. Due to limited nature of raw materials, strong efforts should be made for the reusability of materials used in vehicle manufacturing and operation.

■ Development of vehicles which are more efficiently operated than the existing ones, i.e. subject to similar or higher performance have lower fuel consumption and their harmful emissions can be reduced to minimum.


Driver assisting systems

Development of the vehicle, which under certain conditions operates without the driver’s intervention: a vehicle which initially can autonomously move on a closed lane, separated for this purpose only, e.g. motorway lanes. For the purpose of research, the so-called „by-wire” systems of the vehicle should be developed, which are required for the whole electronic control, i.e. all main units (running gear, power transmission, braking system, steering-gear) appropriate to perform the full electronic control of the vehicle.

Development of systems for the prevention of the collisions to occur or for the reduction of the severity of the ones occurring with great probability: to implement this objective it is partly necessary to develop and study the „by-wire” systems referred to above, and to develop such vehicle sensors and monitoring systems, which by monitoring the vehicle’s environment, the driver’s attitude and the vehicle’s running characteristics are appropriate to identify the emergency occurred (but better going to occur), as well as to operate the systems of intervention, to prevent the accident or to reduce the severity of it.

Development of computerized vehicle simulation systems: simulation analyses during vehicle and vehicle systems developments and tests, as well as in the regular and irregular vehicle operations are indispensable.

1. Implementation of independent vehicle control

− Research and development of „drive-by-wire” systems.

− Analysis of possible transformations of existing transport infrastructure: the objective is to make certain sections of existing road network (motorways mainly), in pre-defined special conditions appropriate for the traffic of vehicles ready to move in autonomous mode.

− Development of systems appropriate for the identification of road pavement markings, road traffic signs and the signals of traffic control devices.

− Analysis of legislative issues raised by vehicles appropriate for moving in autonomous mode, regulation of necessary legislative environment.

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2. Safety: implementation of systems for collision prevention and decreasing the severity of collisions

− Development of systems suitable for monitoring – in all possible weather conditions – the vehicle’s environment: analysis of possible applications of video-based, ultrasonic, infrared-camera equipped monitoring systems.

− Development of „image-identifying” softwares applicable for „images” produced according to different procedures: the aim is to identify the objects that can be found in the vehicle’s monitorised environment (other vehicles, pedestrians, animals), possibly the condition of the road surface, recognition of its change.

− Development of systems suitable for monitoring the driver’s behaviour, his/her physiological characteristics: the aim is to recognize in time the driver’s fatigue, his/her slackening attention, possibly the development of intervention systems suitable for warning.

− Development of passenger or pedestrian protection systems: improvement of the airbag systems, development of new materials to be used in the passenger compartment. The aim is to decrease the mass of the covering materials used in the passenger compartments, to increase their energy absorbing features, and possibly their strength as well, beside a high-grade reusability.

− Development of computerised vehicle simulation systems.

Vehicle production – recycling

Expansion of product liability of vehicle manufacturers and vehicle suppliers, analysis of the application possibilities of the principle of integrated product liability in the automotive industry: the aim is to develop such directives of product development and methods, by which the manufacturer’s product liability – or related obligations – can be implemented and expanded as far as possible.

Such structural materials should be developed which can improve further the vehicles’ strength (demand for safety), while their mass is decreased (reduced consumption), and which at the end of the vehicle’s life cycle can be reused in 100% (the 95% recycling rate required as of 2015 can only be exceeded this way.)

Because of the expected wide spread of the hybrid driving systems by 2030, it is a basic task to develop the accumulators and condensers used in these systems. The aim of this development (in addition to increasing their storing capacity and lifecycle, which significantly influence reusability) is to find the proper solution for treating at the end of the lifecycle the highly dangerous materials in these products (discharge of pollutants and pre-treating), as well as to recycle in 100% the raw materials that can be found in these systems and were produced subject to high costs.

3. Implementation of the principle of integrated product liability in the automotive industry

− Development of designing methods focusing on recycling.

− Development of shredding technologies: decreasing the costs of recycling by labour reduction, parallel increasing the separation efficiency of each fraction. Outstanding task: significant increase of the organic materials obtainable from light shredding fraction, maybe energetically, by their substance recycling.

− Optimisation of energetic utilization, efficiency increase (cracking technologies) of organic materials non-reusable in their substance, residual also during optimal separation technology.

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4. Research of widely recyclable materials, research of, and tasks related to, their application in the automotive industry

− Development of completely recyclable constructions and structural materials that can be used in the production of vehicle bodies: integral aluminium bodies, light structure steel bodies of enhanced strength.

− Development of composite and hybrid bodies, frames, designs. Expansion of possible applications of the bodies of this kind: in addition to buses and commercial vehicles in the construction of passenger cars also.

− Development of accumulators, condensers: the aim – among others – at the end of the lifecycle of the product, easy extraction of the highly dangerous basic materials (discharge of pollutants), and increase of the extent of reusability.

− Development of recycling in their substance of the organic materials of parts made of rubber and plastic

Development of the alternative fuelled or hybrid resources, their large scale application

Use of alternative fuels in the internal combustion engines: already now there are a number of development projects for the improvement of the existing constructions, i.e. internal combustion engines with full-fledged technology use alternative fuels. Research in this field should be directed firstly to fuels, from the viewpoints of their applicability for internal combustion engines and in on-board storing, moreover from the aspects of production and economy.

Implementation of fully alternative driving modes and systems: there are already transitional solutions, complementary electric, mechanic or hydraulic hybrid systems in addition to the conventional mechanic driving chain. These need further development and progress for the achievement of the completely electric or fuel-cell vehicles.

The spreading of the electric urban cars could be the great topic of the years (decades) to come. To this end, the car manufacturers are carrying out immense investments and the introduction of the technology is supported by remarkable state subsidies in different countries (especially the USA). It seems that in this respect it remains much to be done in the field of ITS – probably our entire transport related culture and manners will change. Since the character and the density of the filling stations will change and the frequency of charging is going to multiply, a complex logistic system should be created and operated. It can be imagined that a great part of the urban vehicle fleet or the charging units only will operate within the framework of a leasing system. This can also be organized by a central management system. Parking records, distribution of free places will be performed according to a new system. Presumably, in addition to the urban fleet there will be also a vehicle fleet suitable for highway traffic. Interaction between them should also be organized. Urban haulage needs special solution and it is a special topic; a number of automotive technology, construction, traffic engineering, urban management, efficiency, environmental and safety problems are attached to it.

5. Research tasks related to development of alternative fuelled vehicles

− Analysis of all possible fuels considering usability in internal combustion engine, adjusting the internal combustion engine’s parameters to the relevant fuel.

− If required, elaboration of the options of in-vehicle storing of fuels.

− Elaboration of efficient production technologies related to alternative fuels.

− Infrastructure development.

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6. Research tasks related to the development of alternative driving systems

− Further improvement of current hybrid vehicles, increased „hybridisation” of vehicles.

− Improvement of alternative driving systems, research of electric driving system.

− Updating the energy supply of vehicles, further improvement with energetics in mind.

− Development of fuel cells, analysis of fuels, development of infrastructure.

− Complex research tasks related to electric vehicles.

Assessment of the problems of feasibility and of social usefulness of the tasks

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Scheduling of tasks, the character of research

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Financing demand of the tasks AUTOMOTIVE ENGINEERING


Driver assisting systems 1 060 millions HUF

1. Tasks required for independent vehicle control 635 millions HUF

1.1. Research of drive-by-wire systems 140 millions HUF

1.2. Transformation of the transport infrastructure for the acceptance of the independent vehicles 200 millions HUF

1.3.

Development of the identification systems of signs, road markings and their adaptation to vehicles for the achievement of the reliability needed 140 millions HUF

1.4.

Development of the legislative background necessary for the implementation of the independent vehicle control; elaboration, introduction of necessary legislative modifications 55 millions HUF

1.5. Development of systems suitable for monitoring the environment of the vehicle, its adaptation to vehicles 100 millions HUF

2. Safety: implementation of systems for collision prevention and decreasing the severity of collisions 425 millions HUF

2.1.

Development of applications for image identification and image processing: execution of object-detection, shadow-separation, making them appropriate to be used in vehicles 100 millions HUF

2.2. Development of systems for driver’s monitoring, warning 55 millions HUF

2.3. Development of systems for passenger and pedestrian protection 110 millions HUF

2.4. Development of computerised vehicle simulation systems 160 millions HUF

Vehicle manufacturing – recycling 375 millions HUF

3. Implementation of the principle of integrated product liability in the automotive industry 110 millions HUF

3.1. Development of recycling-focused design methods 30 millions HUF

3.2. Development of the shredding technologies 40 millions HUF

3.3. Optimisation, efficiency increasing of the energetic utilisation of organic materials 40 millions HUF

4.

Research of widely recyclable materials, research of, and tasks related to, their application in the automotive industry 265 millions HUF

4.1. Development of recyclable structural materials 70 millions HUF

4.2. Development of composite and hybrid bodies, frames, designs 55 millions HUF

4.3. Development, research of accumulators, condensers and of their recycling 100 millions HUF

4.4. Development of the recycling of organic substances of parts made of rubber and plastic 40 millions HUF

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AUTOMOTIVE ENGINEERING Serial

number Research task Financing demand*

Development of the alternative fuelled or hybrid resources, their large scale application 1 290 millions HUF

5. Research tasks related to development of alternative fuelled vehicles 610 millions HUF

5.1.

Analysis of all relevant fuels in view of their applicability in the internal combustion engines, adjusting the parameters of the internal combustion engine to the relevant fuel 110 millions HUF

5.2. If necessary, elaboration of the possibilities of storing the given fuel in the vehicle 140 millions HUF

5.3. Elaboration of the economical production technologies of the alternative fuels 140 millions HUF

5.4. Infrastructure development 220 millions HUF

6. Research tasks related to development of alternative driving systems 680 millions HUF

6.1.

Development of such shredding technologies by which in the process of shredding the labour can be reduced parallel with increasing the separation efficiency of each fraction. To the highest possible extent, realization of the recycling of the dangerous materials used during vehicles manufacturing and operation. 110 millions HUF

6.2.

By the application of appropriate shredding technologies, the recycling can be ensured in 95%, and the rate of utilization in substance of the organic materials obtainable from light fraction can be raised 170 millions HUF

6.3.


6.4.

By the application of appropriate shredding technologies, the recycling can be ensured in 95%, and the rate of utilization in substance of the organic materials obtainable from light fraction can be raised 170 millions HUF

6.5.




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Plan of implementation of the R+D tasks

R+D task 1.1. Research of drive-by-wire systems

Objective:

Development of completely electronic controlled main units applicable in vehicles driveable under certain conditions without driver’s intervention.

Result:

Production of definitely electronic main units (running gear, engine-power transmission, braking system, steering gear) appropriate for the full-range control of the vehicle. The results can be used directly during the implementation of independent vehicle control that ensures higher scale utilization of the available road network along maximum capacity of roads, reduction of accidents and lower fuel consumption.

Direct user:

Vehicle manufacturers, and in the initial period, the transportation companies, as well as the state and private companies and firms being the operators of larger vehicle fleets.

Financier:

The ministries of transport, environment, finance, education as well as companies engaged in road management, road carriage and public transportation, and vehicle manufacturing.

Performers of R+D activity: National and international organisations for research and development selected by invitations for tendering.

Cost (HUF): 140 millions HUF (Resource composition: 20% State, 0% self-government, 80% competitive sector.)

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R+D task 1.2. Transformation of the transport infrastructure for the acceptance of the independent vehicles

Objective:

Development of the road network and infrastructure appropriate for the acceptance and the traffic of vehicles not requiring under certain conditions the driver’s intervention.

Result:

Analysis of the reconstruction possibilities of present infrastructure, specification of necessary changes in order to make the infrastructure able to carry the vehicles that can move in an autonomous mode. The results can be used directly during the implementation of independent vehicle control that ensures higher scale utilization of the available road network along the maximum capacity of roads, reduction of accidents and the environmental loads, and lower fuel consumption.

Direct user: Companies engaged inroad construction, operation, traffic engineering and organization.

Financier: Ministries of transport, environment, finance, education and companies for road management and road.



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R+D task 1.3. Development of the signs-, road markings-identification systems, their adaptation to vehicles

Task:

Development of systems that can be installed in vehicles and which can reliably identify the road markings and the road traffic signs and signals to be found in vehicles’ environment.

Objective:

Development of the ex factory systems or of such systems which can be installed later in vehicles and can under any possible environmental condition or traffic situation identify reliably the road markings and signs and signals needed for safe vehicle control

Result:

Systems for the identification and detection of the objects to be found in the vehicles’ environment and can be used in the vehicles controlled by drivers or which can run in an autonomous mode. The results can be used directly during the implementation of independent vehicle control systems ensuring the higher scale utilization of the available road network along maximum road capacity, reduction of accidents and environmental loads, and resulting in a lower fuel consumption.

Direct user:

Vehicle manufacturers, and in the initial period the transportation companies, as well as the state and private companies and firms being the operators of larger vehicle fleets.

Financier:

The ministries of transport, environment, finance, education as well as companies engaged in road management, road carriage and public transportation, and vehicle manufacturing.



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R+D task

1.4. Development of the legislative background necessary for the implementation of the independent vehicle control

Objective:

Operation of vehicles that can participate in traffic in an autonomous mode, and analysis of the legal issues raised by accidents occurring during their eventual irregular operation.

Result:

Creation of the legislative background and regulation necessary for the operation of vehicles capable to participate in traffic in autonomous way.

Direct user: All traffic participants, organisers, authorities, courts.

Financier: Ministerial departments for transport, justice, education and companies for road management.

Performers of R+D activity:

Legislator or his involved and selected national and international organisations for research and development chosen on the basis of invitations for tendering.


R+D task

1.5. Development of systems suitable for the monitoring of the environment of vehicles, their adaptation to vehicles

Objective:

Development of systems appropriate for vehicles’ environment monitoring, in any possible weather conditions.

Result:

Systems built in vehicles, which either in driver-controlled vehicles or in vehicles running in autonomous mode are able to monitor and identify objects to be found in the environment of the vehicle. The driver can be warned or the autonomous vehicle controlled directly by the information gained this way.

Direct user: Vehicle manufacturers, traffic participants.

Financier:

The ministries of transport, finance, education as well as companies engaged in road management, road carriage and public transportation, and vehicle manufacturing.



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R+D task

2.1. Development of systems of sensors applicable in the monitoring systems of the objects to be found in vehicles’ environment

Objective:

For identifying in real time the objects in the vehicle’s environment, in all circumstances the development of „mapping” systems is appropriate. Decreasing the number and severity of road accidents by vehicles’ on-board systems (in compliance with relevant EU requirements).

Result:

Development of on-board systems, which are appropriate for monitoring the vehicle environment and by processing the ’images’ produced by these systems the objects around the vehicle, can be successfully and reliably identified.

Direct user: Vehicle manufacturers, traffic participants.

Financier: Ministries of transport, finance as well as vehicle manufacturers.



R+D task 2.2. Development of systems for drivers’ monitoring, alarming

Objective: Timely recognition of driver’s fatigue, slackening attention, development of appropriate warning systems.

Result:

By using the drivers’ behaviour monitoring systems a driver’s fatigue, his slackening attention can be recognized in time, and if warned by adequate intervention systems, accidents due to inattention can be avoided.

Direct user: Vehicle manufacturers, participants of transport.

Financier: Ministries of transport, finance, health, education as well as vehicle manufacturers.



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R+D task 2.3 Development of systems for passenger and pedestrian protection

Objective:

Reduction of the severity of road accident injuries by inbuilt passenger and pedestrian protection airbags as well as by using high-strength energy-absorbing materials in the passenger compartment.

Result:

In case of the vehicle-vehicle or vehicle-pedestrian collisions, the number of fatal accidents and the severity of injuries can be reduced considerably with appropriate airbag systems or energy-absorbing elements.

Direct user: Vehicle manufacturers, participants of transport.

Financier: Ministries of transport, finance, health, education as well as vehicle manufacturers.



R+D task 2.4 Development of computerised vehicle simulation systems

Objective: Development of simulation systems appropriate for the examination of real vehicle movements.

Result:

Vehicle dynamic simulation can be used successfully already in the phase of design: this speeds up the process of product development significantly, and decreases the costs. Likewise, the simulation systems can be used efficiently in the analysis of vehicles’ regular and irregular operation.

Direct user: Vehicle manufacturers, transport authorities, technical experts.

Financier: Ministries of transport, finance, education, justice as well as vehicle manufacturers.



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R+D task 3.1 Development of design methods focused on recycling

Task:

Development of product development and manufacturing directives and methods appropriate for the extension of manufacturer’s product liability and related obligations

Objective:

Development of such directives and methods of product improvement by which the manufacturer’s product liability – or his relevant obligations – can be realized to the highest possible extent. To the highest possible extent, realization of the recycling of the dangerous materials used during vehicles manufacturing and operation.

Result:

Materials used in vehicles production in almost 100% can be recycled at the end of the vehicle’s lifecycle, subject to appropriate design and selection of materials.

Direct user: Vehicle manufacturers, companies dealing with vehicle operation, repairing and disassembling.

Financier: Ministries of environment, transport, finance, education as well as vehicle manufacturers, importers,



R+D task 3.2. Development of shredding technologies

Objective:

Development of such shredding technologies by which in the process of shredding the labour can be reduced parallel with increasing the separation efficiency of each fraction. To the highest possible extent, realization of the recycling of the dangerous materials used during vehicles manufacturing and operation.

Result:

By the application of appropriate shredding technologies, the recycling can be ensured in 95%, and the rate of utilization in substance of the organic materials obtainable from light fraction can be raised

Direct user: Fields of vehicle manufacturing, vehicle operation, repairing and disassembling.

Financier: Ministries of environment, transport, finance, education as well as vehicle manufacturers, importers.



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R+D task 3.3. Optimisation, efficiency increasing of the energetic utilisation of organic materials

Objective:

Optimisation of the energetic utilization of the organic materials which are residual even in the case of appropriate separation technology and impossible to be recycled in their substance. Recycling to the highest degree the dangerous materials used during vehicles’ manufacturing and operation.

Result:

Increasing – among others by the application of thermal cracking – the utilization efficiency of organic materials, residual during shredding technologies, and which can be used only energetically.

Direct user: Fields of vehicle manufacturing, vehicle operation, repairing and disassembling, electric energy suppliers.

Financier:

Ministries of environment, transport, finance, education as well as vehicle manufacturers, importers, companies of the energetic sector.



R+D task 4.1. Development of recyclable structural materials, designs

Objective:

Development of such structural materials and constructions used for building vehicle bodies, which provide for the full range recycling of the materials.

Result:

Integral aluminium or light structure steel bodies of enhanced strength, plastics industry technologies utilizable in body construction

Direct user: Fields of vehicle manufacturing, repairing and disassembling.

Financier: Ministries of environment, transport, finance, education as well as vehicle manufacturers, importers.



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R+D task 4.2. Development of composite and hybrid bodies, frames, designs

Objective:

Reduction of the mass of vehicle bodies – in addition to increasing the degree of strength and the possibility of recycling.

Result:

Adaptation of substances and technologies used for the construction of composite and hybrid bodies as well as of other solutions in manufacturing of other vehicle categories.


Financier:

Ministries of environment, transport, finance, education as well as vehicle manufacturers, importers and suppliers of the automotive industry.



R+D task 4.3. Development and research of accumulators, condensers and their recycling

Objective:

Development of devices that can be used in recent, fully electric or hybrid systems and to a great extent recycled as power storage systems (accumulators, condensers).

Result:

Accumulators and condensers with high performance, high loading capacity and low mass, which at the end of their lifecycle can be efficiently discharged of the pollutants and recycled.


Financier:




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R+D task 4.4. Development of recycling of the organic substances of the vehicle parts made of rubber and plastics

Objective:

Development of the organic materials useable in vehicle manufacturing which at the end of the vehicle’s life cycle can be recycled in their substance completely.

Result:

Increasing the extent of recycling of the organic substances (rubber, plastics) used in the automotive industry as against to recycling in energetics.


Financier:




R+D task 5.1. Analysis of the applied engine fuel

Task:

Analysis of all relevant fuels in view of their applicability in the internal combustion engines, adjusting the parameters of the internal combustion engine to the relevant fuel

Objective:

Improvement of internal combustion engines that can operate optimally with some alternative fuels (several kinds even).

Result:

On the one hand, the engines developed can be operated optimally with alternative fuel, on the other hand, there is the know-how available for the application options and limits of different engine fuels

Direct user: Institutes involved in engine development, oil companies, universities, and research institutes

Financier: Ministries of transport, environment, finance, education and companies for the automotive industry.



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R+D task 5.2 Production of alternative fuels

Objective:

The objective is to have such storing systems developed which are suitable for the storage of those alternative fuels in the vehicles which otherwise cannot be kept in conventional tanks.

Result: Solution of problems concerning the storing of special fuels in vehicles.

Direct user: Automotive industry’s suppliers

Financier: Ministries of transport, environment, finance, education



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Strategic Research and Implementation Plan of the Professional Fields Intelligent transport systems

Intelligent transport systems Status report

In recent years, in the EU countries including Hungary, too, development has accelerated in the field of intelligent transport systems and services.

Measures of these systems/services have positive effect on the traffic flow, traffic safety and environment. Thanks to intelligent transport systems the traffic flow becomes more even, traffic capacity increases, congestions decrease, road safety is positively influenced and the traffic load on the environment can be reduced remarkably.

In the field of the application of intelligent transport systems and services there is possibility or „outbreak” for national road transport. This is demonstrated by developments (e.g. in the framework of the CONNECT project), which have been started recently. This is clearly supported by the European tendencies, the European transport policy, the available EU supports, moreover, the growing willingness of the government, the participation and increasing interest of private service providers, as well as the needs of network operators and road users.

The mid-term review of the EU „White Paper” clearly confirms that the importance of the intelligent transport systems/services will be outstanding in the EU’s new budgetary period; as for the EU Commission’s „ITS6 Action Plan” for 2008 ensures the framework for the next years’ ITS application/development, and encourages the member states to develop common „visions” in the field of ITS applications with harmonised, transborder, interoperable ITS solutions. Furthermore, the new „Action Plan” also provides a framework for the EasyWay EU Commission-funded project.

As to ITS, its main relevant area targets are: competitiveness, efficiency, sustainability, safety. The Uniform Transport Development Strategy treats ITS as a “horizontal area”.

The currently operating systems are collective or individual systems; they are dedicated to operators’ principal objectives (better road safety, better network utilization, more favourable/more environmental friendly traffic flow, more cost efficient road operation), and they provide services for road users, satisfying their need for travel information before and during journey. Different systems/services are of national or local importance, unfolding their effect on the network of motorways, main roads, in given regions, towns or just on a spot of the network.

The common feature of the road telematics systems active today is that they do not constitute a single integrated network, within which the different sub-systems and systems, while maintaining their independence, could cooperate with their environment, as well as with other systems. Such cooperation could provide a synergy effect, i.e. the individual systems may mutually increase each other’s beneficial effects, in order to satisfy better in their fields of operation the needs of different users (equally including the road operators and road users) of the systems.

Additional feature of the devices and solutions currently used in road telematics is the lack of the effort for uniform standardization. It follows that although the systems are able to receive external data, often the transmission of the data and information towards other systems is no longer possible. Often, the format of used and resulting data are different, notwithstanding the same content.

Traversability, interconnectibility, interoperability of today’s operating systems are only slightly assured. The summarized evaluation indicates at several points the common direction the harmonized further improvement of domestic telematics systems should take. It is very important to have a coordinated improvement in this field, because these operating systems have very many „actors”, the areas of operation, the objectives, as well as the operators of the individual systems are different. It is

6 ITS - Intelligent Transport Systems

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important to note, that for backing the implementation there is no available collection of technical regulations and recommendations for the potential customers within the sub sector.

It should be emphasised the importance, that the telematics subsystems should be operated within the framework of a comprehensive telematics strategy in the future. Owing to the above, a telematics strategy for the road sub sector is indispensable, which indicates the priorities and taking into consideration the European tendencies provides for the necessary framework for the future national telematics applications. In addition of course, consideration of other road sub sector related application fields is also necessary (in urban transport the information systems for public transport, for vehicle fleets and other road users/pedestrians), and specification of other sub sectors’ strategies, paying attention to possibilities of common applications (multimodality, intermodality).

Carefully considered developments have started, for which the euro-regional CONNECT project provides the framework.

The CONNECT countries are studying similar professional fields: road monitoring infrastructure; European network of traffic management centres; traffic management and traffic control; travel information services; electronic road fee collection systems; management of exceptional events and emergency situations; „horizontal” topics.

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The most important elements of the vision by 2030

■ The user comes into the foreground of systems/services – the spreading of real time, multimodal information accessible for everybody and available in any place becomes general.

■ The number of users increases, transport/travelling related information become available not only for road users/vehicle drivers, but also for users of the public transport means, pedestrians and cyclists.

■ The role of integration of the system grows; the solution of a specific transport problem necessitates the application of integrated multimodal systems embracing different transport sub sectors.

■ The upgrading role of European integration requires the implementation of interoperable intelligent transport systems/services (transborder outreach of data exchange, operation of transborder systems).

■ The role of the institutional background is growing, demand for cooperation in the field of ITS applications increases among state authorities, road operators and private service suppliers (Public Private Partnership).

■ Mobility-management and economic regulation will have outstanding role in influencing the rate of the modal split of the transport engaged in sustainable development and in the optimisation of traffic distribution (passenger friendly change-points of the transport modes, parking possibilities and fees harmonized with public transport means, integrated tariffs and travellers’ information using intelligent solutions, etc.)

■ Both in case of independent vehicle systems and systems based on external infrastructures, in the future the eSafety systems will become outstandingly important application fields. Out of these, the eCall emergency call system and the future role of the so-called real time travelling information systems are underlined.

■ Co-operative systems operating on the basis of on-board collected information will have important role offering the following communication possibilities: „v2v” (vehicle-vehicle co-operation) or „v2i” (vehicle-infrastructure co-operation), or „i2v” (infrastructure-vehicle co-operation).

The users’ circle of the intelligent transport systems is enlarging, information on transport/travelling are not available for road users and drivers only, but also for users of public transport, pedestrians and cyclists. The role of European integration is upgraded, which requires the implementation of interoperable intelligent transport systems and services (transborder data exchange, trnasborder systems’ operation). A large-scale of engineering solutions is available allowing for wide implementation of transport services.

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Strategic objectives to be achieved � Sustainability: reduction of environmental damages caused by road transport, paying

attention to environmental and life quality aspects in the process of system development and operation;

� Efficiency and competitiveness of transport: production and maintenance of the system of transport services cost-efficient from the aspect of the (national) economy with quality in mind, the optimal utilization of capacities; providing for appropriate transport services the country copes with global economic competition.

� Safety: minimization of social losses caused by traffic accidents, and crimes related to transport/transportation crimes;

� Equal opportunity ensuring the access to services: make everybody certain of the accessibility in every time and every place of the real-time, multimodal transport information to be ensured for road users/end-users; permanent and continuous service should also be assured beyond borders (beyond limits of operation and beyond real borders).

The following operative objectives can be attached to each main strategic goal:

- Operative objectives connected to sustainability (strategic main goal): environmental impacts, energy efficiency.

- Operative objectives connected to transport efficiency and competitiveness/economy (strategic main goal: interurban transport efficiency, /reduction of congestions, providing for urban mobility, goods delivery (transborder traffic also), accessibility, internalisation of external costs, development of the telecommunication and ITS related industry.

- Operative objectives connected to safety (strategic main goal): road safety, safe carriage of dangerous goods and safe haulage, safe public transport.

- Equal opportunity; operative objective connected to ensuring the safe access to services (strategic main goal): smooth and continuous operation of systems and services.

The above mentioned are summarized in the following objective-matrix:

Intelligent Transport Systems and services

Main strate

gic goals

Sustainability Transport efficiency and

competitiveness

Equal opportunity;

ensuring the

accessibility of

services

safety

Operative

objectives

assigned to

Environmental impacts, energy efficiency.

Efficiency of interurban transport, reduction of congestions, provision for urban mobility, goods transport (transborder traffic also), availability, internalisation of external costs, development of telecommunication and the ITS industry

(main strategic objective) related operative objectives: systems

Road safety, Safety of carriage of dangerous goods and freight, safety of public transport

Strategic objectives and operative objectives assigned to in the field of intelligent transport systems.

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Below the tasks related to the intelligent transport systems are summarized in the following grouping:

- Researches related to priorities of existing ITS strategy

- Researches related to the so-called co-operative systems attached to future communication solutions.

1. Researches associated with priorities of current ITS strategy

In these application fields the work is actually going on in the framework of the euro-regional projects supported by EU Committee (Hungary participates in the CONNECT project), and the current EasyWay project. In the present stage of the EU Committee’s budget, co-financing of these works is assured. The topics are associated with the EU Committee’s ’Action Plan’. No basic research is necessary; implementation works are just going on. However, a comprehensive work is justified to be addressed to the summarization of different ITS systems, their application in Hungary, as well as their economic benefit.

1.1. Summarization of domestic tasks associated with traffic management

When tasks of modern road operation are specified, they can be associated with data collection (road meteorological and traffic data), and topics of integrated traffic management.

− Most important tasks associated with the road meteorological information system:

Further expansion of the application area of the road meteorological information system; utilization of collected data and produced information in other part-systems, as well as providing for proper availability of the information for the road users.

− Tasks associated with automatic data collection systems:

The traffic information system to be transformed to advanced national system; display of the data for road operators in easily manageable way; integration of the appropriately processed data in other traffic regulation and information systems and making them available for other system suppliers.

− In the field of integrated traffic management:

Elaboration, quality improvement of traffic management plans/measures, their extension on the motorway network; connection of the traffic regulation systems of the motorway network and the urban traffic management centre of Budapest; as well as preparation and operation of the common traffic management plan for the „Danube-corridor”.

1.2. Summarization of the tasks associated with the traffic regulation centres

Tasks should be specified taking also into consideration the institutional background of the operation of the motorway network – i.e. keeping in view that today the motorway network is not operated as a whole by the State Motorway Management Co. Ltd.

The most important tasks are the analysis of the existing traffic management centres/traffic information centres; the specification of possible centres of the national TIC/TCC network7; further on the migration of the traffic regulation centre of the State Motorway Management Company and related development (determination of requirements, concept of services, „PPP” co-operation,

7 TIC – Traffic Information Centre and TCC – Traffic Control Centre.

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business models, marketing models). Accordingly, the construction and modernization of the traffic regulation centre has begun.

1.3. Summarization of tasks associated with the real time transport information

In case of individual information systems – systems providing information before and during the trip – the tasks for improvement are much ramifying.

The most important task is to complete with actual measurement data, „on-line” information the static databases relating to the road network; and in route advices (for drivers, users of public transport and pedestrians) assisted by the expanded data basis to take into consideration the actual traffic conditions (utilization of dynamic data in the algorithms).

The solution of creating the so-called ’data-portals’ is of outstanding importance (determination of data relevant from the point of view of the information systems; the mapping of the data sources, analysis of their reliable operation; development of systems, devices for data transmission and recording; treatment of information’s multimodality).

Management of institutional, legal issues in the field of the operation of the ITS systems can be considered as associated tasks:

- Co-operation with the owners of the databases and the operators of the data collection systems/traffic management centres in making the measuring data available and in information actualisation.

- Specification of the range of data of common interest and freely usable, as well as the range of the data that can be sold on market basis.

- Mapping and regulating the legal background of data treatment.

- Establishment of the co-operation framework system of state and private service providers.

1.4. Summarization of the tasks associated with electronic fee collection

Pricing policy decisions should be taken in relation to: road fee levels, relevant road sections and vehicle categories, differentiation between fee level categories, as well as the scheduling of the introduction of the system should be determined, the business-trading models analysed, approved.

By virtue of the principles on pricing policy, detailed economic, environmental and social impact assessment is necessary and the regulatory background should be developed.

1.5. Summarization of the tasks associated with e-ticketing

Realization of a uniform, intelligent card-based electronic transport card-system in Hungary requires the active, initiative participation on national level of high level professional management.

Tasks associated with the realization of the Hungarian uniform passenger transport electronic payment system are among others the acceptance of decisions requiring the central guidance necessary for the operation of the ELEKTRA framework system; regulation of demanded amendments of the related laws; (pl. preferences, protection of the information system); adoption of the system’s business-distribution-financial model; establishment of the National Transport Card-Centre, development of the interfaces necessary for accounts clearing; etc.

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Further integration, i.e. availability of further systems and services through integrated electronic payment could be the possible improvement of the system of electronic tickets. For example the usage of parking systems and the payment for motorways usage could also be solved electronically.

1.6. Summarization of tasks associated with haulage and logistics

There are two priority targeted fields – the vehicle and cargo management, as well as the e-goods transportation chain – highlighted on the basis of the tendencies of development that specify the main intervention trends or tasks synthesized from the previous comprehensive package of tasks of future development of the ITS applications in domestic road haulage.

Majority of the tasks identified need co-ordination between public (ministries, authorities) and private (transport and logistics service providers, ITS applications providers, professional organizations) sectors. The tasks of the public sector are primary, above all, in standardization-regulation and the development of the supporting framework system dedicated to the promotion of advanced solutions.

1.7. Summarization of domestic tasks associated with eSafety systems

For us, from the eSafety systems, mainly the implementation of the external infrastructure-based systems has priority.

It is important to concentrate on domestic activities; from the projects, currently the CONNECT, in the future the EasyWay may integrate these activities out of the external infrastructure-based systems in the case of the RTTI (real-time transport and traffic information), dynamic traffic management and local danger warning systems.

2. Specification of the tasks associated with the domain of „co-operative” systems

From the side of infrastructure development the co-operative transport systems are likely to be introduced according to a two-step strategy. The two steps are going to be determined in function of vehicles’ preparedness for co-operation or depending on the performance and intelligence of the available on-board communication means. During the first step, based on the application of first generation on-board communication devices, basically applications built on V2I co-operation will be displayed, when typically the development of the so-called ’backbone’ systems with ITS applications and the provision for the ITS services will be emphasized. In Europe’s most advanced regions such systems are expected to appear from 2015 onwards, and their penetration rate can reach 80% by 2020. Vehicles can also be made suitable for connection by communication devices installed independent of the OEM8 manufacturers. Typical applications will be able to ensure greater efficiency in transport, energy efficiency and increased journey comfort.

Parallel, applications of the V2V9 communication systems may already appear, however their sharp proliferation can only be expected in the second stage of development, where the integration of the co-operative applications based on the V2I and V2V communication methods will be the objective. This already is subject to more advanced vehicle on-board communication devices, which will imply with great probability OEM-designed and built-in equipment. The V2I and V2V integration process is expected to accelerate from 2020 onwards.

The setting of the research tasks has to be adjusted to this two-step schedule. In the first stage the necessary foundational steps enabling the V2I communication shall be taken.

a) Basic communication technologies based on standards as well as the uniform and multipurpose hardware and software platforms built on this technology have to be developed.

b) Basic elements of ITS applications in the on-board units and the roadside infrastructure elements have to be elaborated.

8 OEM – Original Equipment Manufacturer (situation, when a company purchases some product from the

original manufacturer, then as a part of a larger unit passes it on). 9 Vehicle to vehicle – (V2V)

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c) It is necessary to specify the locations, cities, urban districts, intersections, roads, routes, etc. where the implementation and introduction of certain forms of the co-operative ITS can imply significant economic, environmental, etc. benefits.

d) Communication infrastructure must be created and built along highways and in towns.

e) The principles of the operation for the ’backbone’ infrastructure providing for the ITS applications shall be developed and implemented, and with the introduction of the most important ITS application services, their related benefits shall be made generally known, and have them accepted by the role players of the transport and haulage.

f) The scope of the ITS applications to be implemented optionally or compulsorily shall be specified on the basis of business models, international experience and local needs assessments.

g) Previously developed and introduced, as well as currently used traffic management and information methods shall be inserted into the infrastructure taking the advantage of the new co-operative communication.

h) New sensor systems adjusted to the characteristics of the technology shall be developed in order to determine the vehicle’s position and movement, as well as the complex traffic conditions.

i) To switch on the IPv6 and NEMO mobility technologies by extensive collaboration of the service providers direct access to inside vehicle systems shall be implemented.

j) Application development environment resting upon standardized interfaces shall be established and spread, making the technology and the framework system responsible for the life-cycle management of the applications transparent for the application developers.

k) Methods of the safe V2I communication shall be elaborated, creating the safe access to services, and protecting the privacy rights of the road users.

l) On the model implementations of the first co-operative systems extensive system tests shall be performed. The content and the methods of the tests shall be elaborated.

In the second stage the integration in a uniform system of the co-operative applications built on the V2I and V2V communication methods shall be performed. Research and development of the V2V communication methods and applications seem to be basically an OEM task, however there will also be other tasks emerging in relation to the V2I communication. In the second stage the putting the co-operative ITS systems into effective application is implemented. True advantages of such systems may become visible with gradual increase of the systems’ penetration.

1. Mechanisms that with the involvement of ‘backbone’ infrastructure providing ITS applications could be of service for V2V co-operation have to be developed.

2. New information display devices (HMI) adaptable to the roadway infrastructure or on-board shall be developed and implemented.

3. Extensive system tests shall be carried out on model implementations. Thereto the content and the methods of the tests shall elaborate.

The above two-step implementation strategy indicates the time frame of the research objectives. 2010-2020 and 2020-2030 are the duration periods for the first and for the second stage, respectively.

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Assessment of the problems of feasibility and the social usefulness of the tasks

Scheduling of tasks, the character of research

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INTELLIGENT TRANSPORT SYSTEMS Serial

number Research task Financing demand*

1. Researches related to priorities of existing ITS strategy 80 millions HUF

2. Tasks related to the field of „co-operative systems” 150 millions HUF

Total 230 millions HUF Note: */ Net minimum values on 2009 annual prices.

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Plan of implementation of the R+D tasks

R+D task 1. ITS ’scenarios’ for 2020-2030

Objective:

To assess for the next years/decades the spreading of the ITS systems, the technologies applied with the help of scenarios

Result: In the case of various scenarios specification for different periods of the tasks related to ITS systems

Direct user: Ministry of Transport, Telecommunication and Energy, other ministries concerned, ITS role players

Financier: National Office for Research and Technology, Ministry of Transport, Telecommunication and Energy


National and international research-consulting organizations selected on the basis of tendering; upon request the consortium operating under the coordination of the ITS Hungary Association


R+D task 2. Tasks related to ’co-operative’ systems

Objective: Exploration of future application possibilities, technical solutions of co-operative systems, and efficiency analyses

Result: Specification of future application possibilities of co-operative systems, determination of related tasks.

Direct user: ITS industry, ITS stakeholders

Financier: National Office for Research and Technology, stakeholders of the industry

Performers of R+D activity: National and international research-consulting organizations selected on the basis of tendering


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Strategic Research and Implementation Plan of the Professional Fields Energy and environment

Energy and environment

Status report

From the standpoints of environment and health protection, the improvement of physical accessibility implied unfavourable changes worldwide, too. In Hungary, road transport, both from air cleanness and noise protection aspects has become the most problematic sector. Parallel with the mitigation of emissions caused by industry the road emissions increased. The number of passenger cars and trucks grew to 3 012 165 and 416 045, respectively, in total to 3 428 210 by 2007.

The share of road in goods transportation exceeds 60%. Although less than the European average (>70%), this rate still is not satisfying given the available capacities of the railway network and shipping. The benefit resulting on national level from the increase of the road haulage is not proportionate with the environmental damages caused thereby. The population does not have enough information about the environmental impact of the transport modes. Partly for this reason also, the energy consumption increased in passenger and freight transport, and the individual transport has gained ground against the public transport, and road against rail. The accessible distance of homes, work places, schools and leisure activities is continuously increasing.

The traffic environment of Hungarian transport can be characterized by quantitative growth experienced in recent decades and the impact of the negative change in the modal split. The share of road transport increases dynamically, whereas the rate of rail transport declines. The increase of the fleet of vehicles engaged in passenger transport has a negative environmental impact. In Hungary, the fleet of road motor vehicles is outdated, both technically and physically; its operation causes significant environmental damages, first of all air pollution and noise emission. This is also underlined by the rate of the vehicle fleet still kept in operation and not complying with the Euro1 regulations either.

Public transport is still dominant in urban transport (e.g. in Budapest minimum 61%), however the deteriorating tendency can be observed here also. The quality of fuels used for vehicle operation increasingly improved – especially the elimination of the sulphur content was important in this field –, and currently the composition does not differ from that used in the West-European countries. On EU incentive the spreading of bio fuels for transport purposes has been started in Hungary and a special decree regulates its further use.

Development of expressways slackened the increase of damages caused by transit traffic, while thanks to bypasses, in urban/built-in areas the air pollution was reduced. In Hungary the 60% of the air pollutants consisting of carbon monoxide and nitrogen oxide and the air’s 17% carbon dioxide content results from traffic. Important change can only be expected from the updating of the vehicle fleet. With respect to areas of European Community importance, involved in nature conservation, the Government by its order No. 245/2004(X.8.) provides for the authorization of the construction of linear facilities by the designation of Natura 2000 sites. This regulation specifies further tasks related to nature and environmental protection in the field of infrastructure developments. National implementation of sustainable transport involves the solution of a number of further tasks.

National adaptation of the improvements of currently valid EU regulations assures the updating of the vehicle fleet. Requirements of the regulations under elaboration, in addition to rendering more stringent permissible emission levels are also extended to criteria for the entire lifetime of the vehicle (complete on-board diagnostic systems, demonstration of increased lifetime).

It is expected that in the coming years, non-traditional fuelled vehicles will gradually spread. According to the EU’s R&D strategy documents, by 2020, 2% of the vehicle fleet will use alternative fuels. Their operation conditions imply additional tasks.

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■ The gas emission with greenhouse effect caused by different vehicles and the energy consumption thereof decrease to major extent due to large scale operation of vehicles with efficient fuel consumption and the operation of traditional vehicles with better efficiency, as well as owing to the application of renewed, alternative fuels with low greenhouse effect. Further efforts are addressed to development.

■ Since the available quantity of fossil energy-resources is decreasing, and at the same time because of the significant, continuously increasing number of passenger cars, those technologies – first of all related to alternative propulsion systems – are appearing on a larger scale, which parallel with earlier technologies, can meet the increased demands.

■ Renewed fuels with low greenhouse effect together with advanced power transmission contribute to improved emission control, to mitigation of the greenhouse effect and safer energy supply. Large-scale accessibility and the infrastructure of the distribution system still remain a challenge in 2030, too.

■ The system of transport becomes more efficient, and thus it will minimize the congestion of road transport and contribute to the reduction of the energy consumption of vehicles.

■ The lifetime emission level (apart from the carbon dioxide) of road motor vehicles – the two-heelers included – is of such a degree, that it has but a minimum negative impact on the quality of the air.

■ The level of noise caused by road transport system decreases. Noise levels meet the requirements of the different places, the „silent zones” also included.

■ Energy consumption and resources of road transport come close to the level of sustainability; conscious and sustainable handling of the dangerous wastes (batteries, on-board energy storing devices, used vehicle tyres, etc.) is important elements thatof.

■ Thanks to the new technologies of cleaning and protection, impact on water quality and disposal of surface water is reduced to minimum.

■ In the case o road transport systems, the application of new approaches minimise environmental impacts experienced in communities and natural habitats.

■ Use of motor vehicles inside the sensitive areas of large towns will be restricted.

■ Safe supply will increase along the development and spreading of technologies (XtL, the raw material thatof could be the natural gas, coal, biomass) capable to exploit several domestic resources of raw materials.

In Hungary, road transport uses mostly fossil energy-resources, nevertheless, the proportion of renewed energy-resources, as well as of those with low greenhouse effect is already perceptible. Notwithstanding the significant increase of the fleet of road vehicles, the environment loading (air, noise, soil and water pollution) caused by road transport, as a whole will diminish in comparison with the 2010 conditions.

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Strategic objectives desired to be achieved

Research of low greenhouse effect and renewed energy resources:

− Expansion of the source of raw materials and of the production technologies with special attention to national conditions and potentialities;

− Development of the technique of application;

− Clear in-use indication of environmental loading and support provided to less environmental loading solutions.

Recycling in road transport of the dangerous wastes originating from road transport.


Research of low greenhouse effect and renewed energy resources:

Expansion of the source of raw materials and of production technologies with special regard to domestic conditions and potentialities

1. Second generation bio fuels

In order to be able to decrease energy-dependency and environmental load it is necessary to improve the production and utilisation of the second-generation bio fuels (cellulose based bio ethanol produced by fermentation, hydrogenated vegetable oils, alga-based fuels, etc.)

2. XtL10 technologies

The sources of raw materials of the fuels of current vehicles are diversified; in addition to petroleum, the natural gas, the coal and the biomass are also involved, and the possibility to choose on the basis of environmental and efficiency aspects is offered.

Development of the technique of application

3. Analysis of H2-natural gas/biogas mixtures – a field that opens the way for later hydrogen applications in combination with the already used natural gas based technology.

4. Optimisation of motor technologies and development of optimal fuels – a process in which besides the improvement of the internal combustion engines, new leading utilization modes (combined combustion systems HCCI11, CAI12) harmonized with vehicle and fuel improvements are carried out.

5. Analysis of waterpower exploitation and its road utilization.

In-use clear indication of environmental loading and support for solutions with less environmental loading.

6. Development of a complex system to classify and label vehicles in accordance with CO2 emissions and consumption.

7. Elaboration of a fiscal system, which on the basis of the item referred to above, promotes the operation of vehicles of lower consumption and CO2 emission.

10

XtL- Liquidization (of coal, biomass, gas). 11

HCCI- Homogeneous Charge Compression Ignition. 12

CAI- Controlled Auto Ignition.

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8. Recycling in road transport of hazardous waste materials used in road transport (plastics, rubber).

Reuse of plastic wastes deriving from road transport for fuel production purposes and for mixing vehicle tyres in asphalts/bitumens.


A

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Scheduling of the tasks, character of the research

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ENERGY AND ENVIRONMENT


Research of energy resources, renewable and with low greenhouse effect: 1 650 millions HUF

Expansion of raw materials and production technologies with special regard to domestic constraints and potentials. 1 650 millions HUF

1. Second generation bio fuels. 750 millions HUF

2. XtL technologies. 900 millions HUF

Application-development. 705 millions HUF

3 H2-natural gas/biogas. 225 millions HUF

4. New technologies. 300 millions HUF

5. Waterpower. 180 millions HUF

6 In-use clear indication of environmental loading and support for solutions with less environmental loading. 285 millions HUF

7. Tag system 135 millions HUF

8. Fiscal system 150 millions HUF

9. Recycling in road transport of hazardous waste materials used in road transport (plastics, rubber). 765 millions HUF

Total: 3 405 millions HUF

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Plan of Implementation of the tasks of R+D

R+D task 1. Second generation bio fuels

Objective:

In order to be able to decrease energy-dependency and environmental load it is necessary to improve the production and utilisation of the second-generation bio fuels (cellulose based bio ethanol produced by fermentation, hydrogenated vegetable oils, alga-based fuels, etc.)

Result: Fuels and fuel production technologies providing for energy-independence and less environmental load

Direct user: All road users

Financier:

The ministries of transport, environment protection and finance, as well as energetics and vehicle manufacturing companies


National and international organisations for research and development, R+D organisations of companies selected by invitations for tendering.


R+D task 2. Development of the production technologies of flexible fuels (XtL)

Objective:

Sources of raw materials of the fuels of current vehicles are diversified; in addition to petroleum, the natural gas, the coal and the biomass are also involved, and the possibility to choose on the basis of environmental and efficiency aspects is offered.

Result:

Development of (biomass-, natural gas- and incidentally coal-based) fuel technologies adjusting to domestic conditions and diversifying the external dependency of the country, as well as adaptation to vehicle fleet

Direct user: Fuel producers, road users

Financier:

The ministries of transport, environment, finance, as well as companies engaged in energetics and vehicle manufacturing


National and international organisations for research and development, R+D organisations of companies selected by invitations to tendering.


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R+D task 3. Study of water power exploitation and its road utilisation

Objective: Local utilisation in road transport of water power as alternative energy resource

Result: Integration in the transport system of water power as energy resource

Direct user: Companies in state or private property

Financier: Ministries of transport, environment and finance, as well as energetics and vehicle manufacturing companies




K+F 4. Study of H2-natural gas/biogas combinations

Objective:

To obtain experience in the production, logistics and utilization of H2-natural gas/biogas, leading to later hydrogen applications in combination with the currently used natural gas-based technology.

Result: Development of the H2-natural gas/biogas fuel supply chain (manufacturing/production, logistics, utilization)

Direct user: Fuel producers, companies for energetics, agriculture, road users

Financier:

The ministries of transport, environment, finance, agriculture, as well as companies engaged in energetics, vehicle manufacturing and agriculture



Cost (HUF): 1 215 millions HUF

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R+D task 5. Optimisation of engine technologies and development of optimal fuels

Objective:

In addition to the improvement of internal combustion engines, development of new leading utilization modes (combined combustion systems HCCI, CAI), harmonized with vehicle and fuel improvements is carried out.

Result: More efficient combustion systems, lower consumption, less harmful emission

Direct user: Vehicle manufacturers, companies of fuel supply, road users

Financier: Ministries of transport, environment, finance, as well as companies engaged in energetics, vehicle manufacturing




R+D task

6. Development of a complex system to classify and label vehicles in accordance with CO2 emissions and consumption.

Objective:

Classification of the vehicle fleet according to exhaust emissions with greenhouse effect and fuel consumption, which could be the basis of a fiscal system to be elaborated later

Result: Vehicle classification system

Direct user: Legislation

Financier: Ministries of transport, environment, finance



Cost (HUF): 121. 5 millions HUF

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R+D task

7. Elaboration of a fiscal system which based on the previous topic promotes the application of vehicles with low consumption and CO2 emission level

Objective:

A fiscal system, which given the information about the national fleet of vehicles allows the emission and fuel based preference of the vehicles

Result: Fiscal system

Direct user: Companies in state or private ownership, the budget.





R+D task 8. Utilisation of plastic wastes deriving from road transport for fuel production purposes

Objective: Creation of methods, technology and system of collection for the reutilisation of vehicle wastes as fuels.

Result: Increase of the rate of vehicles’ reutilisation, decrease of wastes and energy dependence

Direct user: Companies in state or private ownership





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R+D task 9. Mixing of vehicle tyres deriving from road transport in asphalt and bitumen

Objective: To improve the quality of national roads, recycling of tyres by mixing them in bitumen the basic material of asphalts

Result: Less rubber wastes, roads of longer lifetime, decreasing demand for raw materials

Direct user: Companies for road construction

Financier: Ministries of transport, environment, finance, companies for road construction and bitumen supply


National and international organisations for research and development, R+D organisations of companies selected by invitations for tendering.

Cost (HUF): 202 500 e HUF

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Strategic Research and Implementation Plan of the Professional Fields Safety and security

Safety and security

Status report

The Hungarian transport policy has set the following objective for 2010: in comparison with 2001 the number of killed in road accidents shall be reduced by 30%, but in the longer term by 50% until 2015. Accordingly, the number of the killed victims of road accidents in 2010 could not exceed 903. As a result of recent changes the successful solutions of the European practice could be introduced in Hungary and the legislative background of application could be created.

The number of personal injury road accidents was the highest in 1990. Between 1987 and 1990 the number of accidents and fatalities due to accidents increased by 50%, while in 1990-2000 a significant decrease was experienced in both the number of accidents and accident fatalities.

As of 1 May 2001 the speed limit for passenger cars, motorcycles and motor vehicles with maximum permissible gross mass below 2500 kg has been raised outside built-up areas to 130 km/h for motorways, 110 km/h for motor roads, and to 90 km/h for other category roads outside built-up areas. In 2001 the favourable safety improvement process stopped, and in 2002 the number of accidents continued to increase further. The analyses showed that the number and severity of accidents increased mainly because the vehicle speed and the speed differences between various vehicle categories grew. The road safety situation showed a declining trend in 2003-2007, however a considerable improvement was experienced in 2008.

According to the road accident data of the first three quarters of 2008, the number of personal injuries fell by 8%, fatalities declined by 23,8% and serious injuries by 13,8%. The number of personal injury cases caused by driving under the influence of alcohol was less by 22%.

The favourable change – long awaited for – set in 2008 in domestic accident situation, because of the following reasons:

− The installation of the automatic speed control devices has begun or it has been continued. Its most important legislative background has been established by the introduction of the so-called objective liability, according to which the vehicle owner shall be liable for the infringement committed with the car.

− Increased severity of the rules on the point demerit system became valid by 1 January 2008 and on 20 January the application of the principle of the ‘zero tolerance’ on drinking and driving entered into force, which essentially was not a new regulation, but just the restoration of the former severe limit.

− It is an important change in the Highway Code, that outside built-up areas, cyclists and pedestrians – in dark and under limited visibility conditions – are obliged to wear reflective vest (clothing). This provision applies to cyclists as of 1 June 2007, and to pedestrians as of 1 January 2008.

Notwithstanding the results, the level of road safety falls behind the objectives of the transport policy. Noticeable disadvantages are as follows:

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Excessive speed

Accident analyses clearly show that inappropriate speed selection is the most common accident cause. Speeding endangers the safety of all road users, but especially the pedestrians and cyclists, contributing to violations of the overtaking rules, worsening the chance to correct the errors, and in case of accidents increasing significantly the probability of the occurrence of serious or fatal injuries.

Low wearing rate of safety belts

Although the wearing rate of safety belts shows increasing tendency, still falls significantly behind the desired 90-95%. At present 70% of the front seat and 40% of the rear seat occupants wear the safety belt. In the case of front seat passengers, the rate does not reach the figure obtained in 1993, the most favourable national data registered until now. The in-depth analysis of fatal accidents showed that only 19% of the fatally injured used the safety belt.

High rate of accidents caused by drinking and driving

According to the data of the in-depth analysis of fatal accidents in 44% of these accidents either the causer or the victim drunk alcohol. In 39% of the accident causers the blood alcohol concentration exceeded 0.2 ‰. Out of the fatal accident causers, 34.3 % of the passenger car drivers, 60% of the cyclists and 55.6 % of the pedestrians were under the influence of alcohol.

High number of accidents caused by fatigue and monotony

Falling asleep and fatigue have important role especially in the occurrence of motorway accidents.

Safety of vulnerable road users (pedestrians, cyclists)

Accident causers are the cyclists and pedestrians, in 10% and 7%, respectively. 40% of all fatalities belong to the so-called vulnerable road users, i.e. they are pedestrian or cyclist victims of fatal injuries.

Recently, the number of pedestrians' runover accidents on crossings with zebra road markings has increased. Visibility of pedestrians, separation of the cyclist and motor vehicle traffic, the cycle tracks and their safety still remain problems.

In 1997 the rule on novice driving licence was introduced in order to reduce the vulnerability of the young, novice drivers. It should be noted that the restrictions associated with novice driving licence are hardly important from road safety aspects. The elements that really give meaning to the novice driving licence are absent from national regulation: enhanced monitoring, training deficiencies, as early as possible exploration and correction of deviant behaviour. Regulation of the novice driving licence is isolated; it has no connection with the point demerit systems, with after-training and the aptitude test.

Drivers training level did not improve significantly. One reason for this is that there is oversupply in the training market; the training capacity considerably exceeds the demand. Organisations involved in training seek to reduce prices and training time, and not to improve quality. This effort coincides with the demand of a significant number of the trainees as well. A further reason of the poor quality of education is that the training content is determined more than necessary by exam test requirements. Quality training should cover the areas, which should not be controlled during the test, but they are still important from safety reason. I.e. improper attitudes to rules, vehicles, traffic partners, the influence exerted on motivations associated with speed selection. A major change has been carried out in the practice of the theoretical part of the exam: as of September 2004 the system of computerized test on the Highway Code has been operated.

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The demerit point system is in operation since January 2001. In the first months subsequent to the introduction of the system, police found that drivers were much more afraid of the number of the points than of the amount levied on the spot. In many cases they did not accept the penalty imposed on the spot – and rather undertook the higher penalty associated with the contravention procedure – because points were attached to the offence committed. But later, when they became more familiar with the point system, they realized that the number of points assigned to offences is so low, that, virtually it has no reason to fear the withdrawal of the license. Since then, the number of points due for different traffic offences and contraventions was increased in several steps; the number of the points valid as of 1 January 2008 – at least those given for traffic offences – can already be considered as appropriate.

Road vehicle drivers’ aptitude test has been changed favourably by virtue of the regulation No. 41/2004 (IV.7.) GKM, which further narrowed the number of the obliged to preliminary medical examination, it stopped the bus drivers’ obligatory periodic aptitude test, but extended the system of obligatory, preliminary aptitude test to drivers engaged in the carriage of dangerous goods. It continues to be typical for the national system of the aptitude test that mostly the preliminary examinations mobilize the capacity, whereas the aptitude testing of drivers frequently offending the traffic rules, or committing serious traffic offences may only take place incidentally; the current regulation does not provide for their compulsory aptitude testing. This is different from the West-European practice and the EU recommendations. In Hungary, no relationship has been established between the aptitude test and the demerit point systems or the aptitude test and the after-training either.

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■ All road users can easily comprehend the road transport infrastructure – self-explanatory and forgiving roads13 – and a primary viewpoint of the designing process is to reduce the number of mistakes made by drivers or road users, and should they occur to have the least serious consequences.

■ In the construction, improvement, maintenance and monitoring of public roads or infrastructure – road markings also included – the EU compatible safety standards and procedures shall be used.

■ The integrated motor vehicle safety standards are further improved in order to prevent the accidents and to mitigate their consequences, as a result of which, drivers’ control over motor vehicles increases to a great extent, the probability of their faults as well as their work loading decrease. Nevertheless – unless remote controlled vehicles spread – the drivers will always be supposed to control the situation.

■ There is co-operation and communication between the intelligent roads, intelligent motor vehicle systems and the driver of the motor vehicle. These systems provide for guidance, warn to danger and make possible the realisation of the driver’s safe behaviour.

■ As a consequence of the climatic change and due to the rising of the fuel prices, the number of cyclists, moped drivers and motorcyclists increases in traffic. Development of vehicles and infrastructure minimises the impacts exercised on vulnerable road users, with special emphasis on pedestrians and cyclists.

■ Public road systems shall be monitored permanently in order to maintain the high level of the safety requirements.

■ Participants of road transport are furnished with continuous and attractive education, information and training programmes already starting from their kindergarten age.

■ Efficient forms of enforcement and penalisation are available in order to increase road traffic safety (e.g. speed restriction, use of safety belts, prohibition of driving under the influence of alcohol or drugs).

13 The self-explanatory road, thanks to its construction and environment, without too many signs informs

the drivers on its character and the behaviour they are supposed to manifest. (What speed shall be chosen, should they expect any oncoming traffic, slow moving vehicles, pedestrians, crossing vehicles, etc.) The principle of forgiving road: the road enables the driver to rectify his/her error (e.g. loss of control over the vehicle, drifting away because speeding, etc.) in order to prevent fatality or serious injury. This is well demonstrated by an obstacle free area along the road, where the movement of the vehicle can be corrected by the avoidance of collision against some solid object (e.g. tree), or by a safety barrier with impact prevention or attenuation effect.

In case the intelligent technologies are used on safe road vehicles and on the infrastructure, and the road users are well trained, the minimization of the number of fatal road accidents can be promoted. Despite global challenges of international terrorism and crime, with appropriate infrastructure and vehicle design and development, as well as IT applications, the passengers and goods protection can keep pace with EU’s average level.

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■ Data on accident causes and particulars are collected and analysed according to the methodology accepted by common professional opinions. More profound analysis of these data can lead to better understanding and prevention of the accident related incidents.

■ Standardised practices of designing and operational procedures are used to deal with safety challenges arising from the use of new fuels and energy resources.

■ The databases are used during the enforcement of the traffic rules, moreover in the investigation of the severity degree, the nature of the safety problems without limiting to unacceptable extent the citizens’ freedom and privacy.

■ In order to respect citizens’ rights to privacy, the motor vehicles are equipped with such anti-theft devices route-detection instruments and tools dedicated to personal safety protection, which are functioning on the basis of biometric findings.

■ The safety of haulage is improving as a result of advanced monitoring and route-detection technologies, such as cargos’ identification.

■ In the case of emergency rescue activities and evacuation, moreover, during treatments subsequent to accidents, the quality and speed of attendance will improve, and the same refers to illegal activities, such as actions against kidnapping, hijacking, vandalism, etc. The IT based co-operation among police, authorities, fireguard and the groups engaged in the rescue work, contributes to the solution of the task above.

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Development of the accident data collection system.

■ Continuous monitoring of the safety of road transport systems, development of the data collection system needed to calculate the road safety performance indicators.

■ Exploration of drivers’ typical behavioural faults on the basis of observations made in real traffic situations and data collections.

■ Simulation of driving and development of the applications of the simulation technique.

■ Development of human-oriented transport environment.

■ Development of control systems.

Specification of the tasks of research Collection, analysis and monitoring of accident data and road safety performance indicators

1. Development of the accident data collection system

Consideration should be given to the possibility of linking the police and health care databases. Currently, only health care databases provide full information about road accident injuries, but these are not adequately detailed or reliable for analysis. Police and health care databases should be linked on national level.

In case of fatal accidents, data collection shall also be extended to the information found in the accident investigation related documents of the police; the methodology of relevant in-depth analyses shall be developed.

In the investigation carried out on the site, the most recent procedures of location and photometry – from digital detection to uniform databases – shall be applied, which significantly shortens the time necessary for site investigation. It is not allowed to keep motorways or high-traffic main roads closed for hours because of investigation purposes. Data stored in the electronic tachographs shall also be used.

2. Continuous monitoring of the safety of road transport system, development of the data collection system required for calculating the road safety efficiency (performance) indicators.

Within the framework of the EU SafetyNet research project the methods of specification of the most important road safety performance indicators; the details and basic principles of data collection have been determined. For their reliable calculation, the necessary methodology and data collection system shall be improved, and if not accessible yet, it should be developed.

On the road network, in a growing number automatic surveying units will be established to provide data on the volume and the composition of the traffic. The objective shall be to replace according to a programme the currently existing equipment with these devices on the longer term. The centre dedicated to processing and operation shall be created for this system. This needs the preparation of systems programme and specification, as well as the development of three surveying stations and centres. Online accessibility for scientific research purposes of these data shall be ensured. Data analysis makes continuous monitoring of the status of road safety system possible.

Currently, annually repeated representative survey of the use of the passive safety devices is carried out – safety belt, child restraints. Periodic sampling data shall also be gathered with reference to the number of drivers under the influence of alcohol, and to the use of other safety equipment (e.g. use of safety helmet by cyclists and motor-riders), and to visibility.

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On the basis of accident and road safety performance indicators, road safety situation and necessary interventions can be continuously evaluated and designed, respectively.

Identification of drivers’ typical behavioural faults on the basis of observations and data collections performed in real traffic situations, improvement of the simulation of driving activity and of the possibilities of application of the simulation technique:

3. Exploration of drivers’ typical behavioural faults

It is necessary to identify the typical behavioural faults that are causers of the accidents or of incidents close to accidents. It should also be examined what problems, behavioural adaptation forms are caused/generated by different intelligent transport systems and environmental designs. Main intervention areas can be determined by the analysis of the behaviour manifested in real traffic environment.

The technical equipment required for observation and behaviour analysis as well as the indicators by which the behaviour of drivers can be characterized objectively shall be developed.

On the basis of the elaborated monitoring methods an objective response can be given as to the driver’s behavioural faults, proving very useful during drivers’ training, after-training and aptitude test. Results of the behavioural observations can also be used in the design of the environment and in driver’s assisting systems.

For monitoring a specially equipped test car is necessary which is provided with the following systems:

− Video recording of the events going on before, behind and next to the vehicle.

− Registering the operation of vehicle controls (accelerator, brake, transmission, direction indicators, steering angle/speed).

− Measurement, registration of longitudinal and lateral acceleration rates. Registration of the wheels’ spinning, blocking or slipping.

− Registration of current speed, the travel length.

− Registration of vehicle spacing.

− Registration of precise lane progress and lateral movements.

− GPS data recording.

− Surveying the driver’s attention by recording the eye movements, the burdens by registering the data on heart rhythm and blood pressure changes.

In addition it is necessary:

− To apply a video-based digital data recording device (mobile and fix).

− To develop the evaluation software.

− To use a simulator.

4. Application of the simulation technique

The development of computing and video-technology make it possible to create relatively low cost simulators that realistically reflect the traffic environment and vehicle movement. It is necessary to develop simulation programmes, which can register a person’s actions involved in the simulation, and can measure all those parameters which would be registered during real urban traffic monitoring (e.g. current speed, distance travelled, accurate tracking, length of headway, spacing, etc.)

Applications of simulation technology offer many possibilities for safety related researches.

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Education is one of the fields of application: improvement of drivers’ risk assessment, moreover, practice of the treatment of rare situations, but with increased danger.

Another important application area is road/environment design. Even before actual construction starts, the design of an intersection can be simulated, the drivers’ reactions to certain designs can be surveyed and also whether they perceive the signals in time and correctly.

The simulation technology also allows to subject drivers to high degree strains, and survey the effect of the tests (e.g. fatigue, monotony, alcohol and drugs, attention diverting stimuli, etc.). Simulation tests require on-board measuring equipment, video-based data survey and the development of scheduled evaluation.

5. Development of human-oriented environment

The development of designing guidelines appropriate to the concept of the „self-explanatory road” and the „forgiving” transport environment is necessary. In the designing of roads and intersections emphasis should be laid on the safety of two-wheelers.

High accident locations should be monitored continuously, for the exploration of the accident reasons professional analyses should be carried out and proposals for interventions should be elaborated.

It is important to inform the drivers promptly if any essential change occurs in traffic circumstances. The necessary, appropriate information systems should be developed.

It is important to have the drivers accept the use of such technical devices, which – if necessary – intervene in vehicle control. E.g. speed limiters (their application can have a special importance in the case of high performance motorcycles, however the strongest opposition to these devices may also be expected here), devices to control the safe vehicle spacing, ignition locking system which prevents the starting of the vehicle as long as the seat belts are not fastened, or devices preventing the starting of the engine if the driver’s drunkenness is detected.

6. Development of control systems

Up-to-date control systems have an important role in influencing the drivers’ behaviour. The implementation of these systems and to survey their effect on drivers’ behaviour, as well as to control the technical and operational conditions of vehicles in traffic circumstances are essential. The task is to develop model projects dedicated to different objectives in various fields. Development and survey of the automatic control systems.

It is important the harmonized, synergic development of the systems for control, sanctioning, after-training and aptitude tests.

Security and rescue

7. Analysis of the application possibilities of recent protection technologies

Observance of the advanced monitoring and route-finding technologies and their large-scale application for the increased property protection of the cargos. Analysis of the fleet detection data to be used for traffic engineering and accident prevention purposes.

8. Updating the rescue of injured accident victims

Improvement of the level and speed of the accident care with the application of most recent information technology devices. Improvement of the cooperation, coordination between the participants of the rescue work (technical rescue, rescue of injured, police, etc.) by the application of intelligent technologies.

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SAFETY AND SECURITY

Serial number Research task Financing demand

Collection, analysis, monitoring of accident data and road safety performance indicators. 261 millions HUF

1. Improvement of the data collection system of accidents 52 millions HUF

2.

Continuous monitoring of the system of road safety, development of the data collection system required for the estimation of the road safety efficiency (performance) indicators. 209 millions HUF

Identification of drivers’ typical behavioural deficiencies on the basis of observations and data collections performed in real traffic situations, improvement of the simulation of driving activity and of the possibilities of application of the simulation technique 155 millions HUF

3.

Identification of drivers’ typical behavioural deficiencies on the basis of observations and data collections performed in real traffic situations 80 millions HUF

4.

Improvement of the simulation of driving activity and of the possibilities of application of the simulation technique 75 millions HUF

5. Development of human-oriented transport environment 160 millions HUF

6. Development of control systems 160 millions HUF

Security and rescue 239 millions HUF

7. Analysis of the application possibilities of recent protection technologies 105 millions HUF

8. Updating the rescue of injured accident victims 134 millions HUF



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Plan of Implementation of the R+D tasks

R+D task 1. Improvement of the system of accident data collection

Objective: To increase the efficiency of accident prevention activities on the basis of more detailed and in-depth accident data.

Result: Establishment of a complex data store by linking the databases of the police and health.

Direct user: ORFK-OBB, health, research centres, KSH

Financier: The ministries of transport and health.


Cost (HUF): 52 millions HUF (Resource composition: 100% state, 0% self government, 0% competitive sector.)

R+D task

2. Continuous monitoring of the system of road safety, development of the data collection system required for the estimation of the road safety efficiency (performance) indicators.

Objective: To increase the efficiency of accident prevention activities on the basis of more detailed and in-depth accident data.

Result:

Elaboration of performance indicators and monitoring system required for the foundation of national programmes, the scientific and professional work.

Direct user: The ministry of transport, ORFK-OBB, research centres, road administrations

Financier: The ministries of transport, health.


Cost (HUF): 209 millions HUF (Resource composition: 80% state, 20 % self government, 0 % competitive sector.)

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R+D task

3. Identification of drivers’ typical behavioural deficiencies on the basis of observations and data collections performed in real traffic situations

Objective:

To increase Hungarian drivers’ rule-observant inclinations, to improve the traffic morals and the regulatory environment.

Result: Special cars for measurements, devices for recording mobile and fixed data, softwares.

Direct user: Police, research places, road administrations, private companies (engaged in road construction and planning)

Financier: Ministry of transport, Police

Performers of R+D activity: Background institutions of the ministries concerned.

Cost (HUF): 80 millions HUF (Resource composition: 70% state, 20% self government, 10 % competitive sector.)

R+D task

4. Improvement of the simulation of driving activity and of the possibilities of application of the simulation technique

Objective: Mapping of the dangerous situations resulting from human errors and improving through it the training system

Result: Simulation programmes and simulators.

Direct user: The ministry of transport, NKH, places of driver’s training and research, business federations of professional drivers

Financier: The ministry of transport, NKH, places of driver’s training, business federations of professional drivers

Performers of R+D activity: Background institutions of the ministries concerned.

Cost (HUF): 75 millions HUF (Resource composition: 70% state, 0% self government,30 % competitive sector.)

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R+D task 5. Establishment of human-oriented transport environment

Objective:

To improve the relationships between the elements of the transport system and to decrease the severity of personal injuries with safety in mind

Result: Tools, directives and solutions used for the implementation of „self-explanatory” and „forgiving” environment.

Direct user: Designers, constructors, operators and users of roads.

Financier: The ministry of transport, constructors and operators of roads.

Performers of R+D activity: The ministry concerned and its background institutions.


R+D task 6. Improvement of the systems of control

Objective:

To increase Hungarian drivers’ rule-observant inclinations, to improve the traffic morals, the regulatory environment and the system of control

Result: Pilot projects, automated systems of control

Direct user: Police, road administrations, NKH

Financier:

The ministry of transport, police, NKH, organisations involved in electronics related manufacturing and development.


The ministry concerned and its background institutions, those involved in electronics related manufacturing and development


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R+D task 7. Assessment of the application possibilities of recent protection technologies

Objective: To increase the property protection of cargos, to improve the systems of traffic engineering and accident prevention.

Result: Development of protection technologies and systems.

Direct user: Police, shippers, carriers, logistics organisations.

Financier:

The ministry of transport, police, business federations of shippers, carriers, logistics organisations, role-players in informatics development and electronics production.

Performers of R+D activity: National and international research and development organisations selected by invitation for tendering.

Cost (HUF): 105 millions HUF (Resource composition: 50% state, 0 % self government, 50% competitive sector.)

R+D task 8. To update the rescue of injured accident victims

Objective: Accident care with quality and speed in mind.

Result: Tools and systems of information technology.

Direct user: Health.

Financier: The ministries of transport, health, the role players of informatics development and electronics manufacturing.



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Strategic Research and Implementation Plan of the Professional Fields Economic environment

Economic environment

Status report

Hungary in 2008: economically vulnerable, with considerable state debt and decreasing population. The decrease of the number of population, similar to other EU member states, is accompanied with the increase of the rate of older generations, which will cause the same problems in the Hungarian economy as in the other EU member states (reduced productivity, increase of social expenses).

In the mid term of the first decade of the XXIst century the impetus of the economic growth came to standstill, and because of the financial and economic crisis in 2008, the growth rate is falling further. The mid-decade intensified expressway constructions are one of the reasons for the debit in the state budget. Implementation of the objectives of the Lisbon Strategy also seems doubtful, even in 2007, the R&D rate in the GDP did not exceed 1%.

Although the carbon dioxide emissions in the Hungarian economy since 1990 (in line with the radical transformation of economic structure) continue to decrease, there is a rapid increase in transport, and especially in road transport. Though the amount of less polluting vehicles is increasing within the growing and renewed vehicle fleet, due to the acceleration of motorization the carbon dioxide emission has not fallen yet. The so-called decoupling did not gain really ground in the transport policy yet. However, the Unified Strategy for Transport Development (Egységes Közlekedésfejlesztési Stratégia /EKFS/) already contains elements, which, within transport sector seem to be addressed to the separation of the negative environmental impacts from the effects having positive influences on the economy.

Economically, viewed from transport services, Hungary’s geographic position is favourable. Several main European transport corridors linking East and West Europe (TEN-T) cross the country, which offer a major opportunity to increase economic competitiveness through logistics services in international trade. Improvement of the accessibility of roads – implying especially the relations to be improved from the direction of developed regions – affects positively the economic progress of the areas linked.

The length of Hungary’s road network is almost 180 000 km, of which the state-owned road length exceeds 30 000 km-t. In 2006 the road density was 329 km/1000 km², i.e. 88% of the EU average. Arrears in bridge building decreased; between 2000 and 2008 four new bridges were built across the Danube, and thus the average distance between the Danube-bridges (road crossing facilities) will be about 60 km long. Nevertheless, road accesses of the new bridges are not complete yet, subject to the construction of these roads the exploitation of the bridges can be increased.

There are few bypasses. The national main roads almost in 30% pass through built-up areas, generating considerable road safety and environmental problems. The Budapest-centric philosophy definitely determines Hungary’s road network structure and its traffic flow conditions.

Even in 2008 the national sections of the trans-European transport corridors allowed only to a limited extent the improvement of competitiveness, because the expected service level could not be satisfied yet due to network shortages, the technical conditions of existing elements, their bottlenecks and accessibility. Because of the scarcity in the past 20 years of the resources (since the end of 80s) allocable to renewals, the deterioration of road network pavements and bridges failed to be mitigated. It is also important to eliminate this unfavourable phenomenon, because, practically the rate of rutted sections of the national road network deteriorated continuously between 1998 and 2004.

Further enlargement of the European Union in 2007 increased the strains put on the transport sector, since most transport lines starting from the South-Eastern European states pass through Hungary. Trade between former EU member states and the newly acceded countries grows from year to year,

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loading especially the elements of the domestic primary network. Further dynamic expansion of this traffic is expected, enhanced also by considerable increase of the Hungarian transport demands.

In Hungary about 980 km motorway and 70 km motor road, in total 1050 km were constructed by December 2008. Although the road network density in 2006 was the 88% of the EU average, the density of the motorway (expressway) network is 9.6 km/1000 km², which was but 40% of the average of EU15s. This reached 11.3 km/1000 km² as a result of the investments finalised. The TEN-T network postulates almost 2100 km long expressway network in Hungary, out of which, together with the developments realized in 2008, at preset 1050 km have been constructed, consequently 50% of the TEN-T transit road network has been completed.

Although, mainly the road transport infrastructure is the bottleneck in Hungary’s transport, meaning that the rate of traffic growth until quite recently exceeded the expansion of the capacities; in a typical motorway cross-section the ADT is 18 000 units/day about 16 000 vehicles/day. In Germany, the average ADT on motorways is 55 000 vehicles/day. It is evident that in motorway investments there were more and more developments advanced in 2000–2008. Similar proportions can also be found among the plans valid for 2020.

In Europe no similar solutions can be found as the road and transport institutional structures developed in Hungary. The performances produced on the medium term by this constantly changing institutional system remain to be defined. However, it is clearly visible on the basis of the above, that there are and there will be tensions between new constructions and the existing road network, the maintenance of the expressways and their professional, safe operation.

Budgetary estimates assigned to operation and maintenance are permanently decreasing. The state of roads is deteriorating; constant decrease of the road and bridge asset could not be avoided.

In the last years the rate of operation-maintenance and development has shifted towards the construction of new infrastructure. While no sufficient resource was available for maintaining the existing assets and preventing the deterioration, the network of expressways doubled over 6-7 years. The high rate of development is also due to the use of the EU resources.

The justified and partly unjustified implementation and operation costs of the expressways are remarkable in Hungary’s debt stock. The availability charges (M5, M6) imply permanent budgetary liability. Hectic changes may occur in the division and re-division of charges (creative book-keeping, charges of road users, tax-payers; changes in heavy vehicle and passenger vehicle traffic; the rate of foreign and domestic vehicles in traffic).

Both from the aspect of freight and passenger transport, Hungary carries significant transit traffic. The main part of this traffic is performed along the Helsinki corridors (IV, V, and VII). Due to the Danube’s irregular navigability and the insufficiencies of the railway infrastructure from the direction of the Balkans and the seaport of Constanţa significant road traffic comes to Hungary and enters at Rédics, Nagylak, and Lőkösháza.

The restructured industrial centres, such as the industrial parks built, determine directions in domestic goods traffic and the logistics centres are goods delivery and absorbing places. On the grounds of their flexibility, most of these investments are based on road transportation, which however means the early depletion of capacities, imposing a disproportionate burden on road infrastructure.

The removing of the industrial centres results in a remarkable increase of the passenger traffic. In the daily trips to work places the increased travel demands of the hundreds of thousands of the population leaving the ever less liveable towns for the agglomeration express the rising need both for public services and the growth of the rate of individual traffic, thereby implying the increase of the traffic volumes as well. This phenomenon is striking in the case of Budapest, the only Hungarian town with metropolitan characteristics, which in addition, due to non-coherent urban development concepts (or lack thereof), over and above the huge urban reserves (the industrial band established along the confines of the contemporary Pest, is mostly deteriorated by now), has “displaced” outside

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the city limits both the work places and a part of the population. This generates long trips, while the infrastructure is not sufficient; and the radial and diagonal elements are missing.

Similar as in the other union member states, the Hungarian national road network is characterized by the same phenomena, i.e. operation, maintenance and development of public roads can no more be realized only from (central) budgetary resources. Involvement of private resources already started after 1990, firstly with the construction of the Győr-Hegyeshalom section of the M1 motorway. Hungary already belongs to those countries, where, in particular the construction of roads, and partly their maintenance is carried out subject to tendering. However, the trend - that specific funding (per km cost) of the construction of the expressways in Hungary is higher than in the neighbouring countries, notwithstanding the more favourable geographic conditions - is disadvantageous and the reason is not cleared up.

The achievement of the consistency among the components of the operation-maintenance-development still remains to be solved, hence either the “forced” construction of the expressways is going on, while the national road network is deteriorating continuously, or the maintenance of the road network meets the requirements, whereas there are no adequate resources for new road constructions. In the past 20 years because of the scarcity of resources allocable for renewals the deterioration of road network pavements and bridges couldn’t be moderated. It is also important to eliminate this disadvantageous phenomenon, because, practically, the rate of the sections with ruts of the national public roads between 1998 and 2004 increased continuously.

The national public roads were financed from the Road Fund until 1998; then for an intermediate period there was established an Earmarked Grant for Road Network Development (ÚFCE ). In 2006 the Road Purse was established. In 2007 43% of the Road Purse could be allotted to construction and renewal. So, the share of different sectors was the following: road and bridge construction 19 %, renewal 16 %, land use, design, preparations 5 % and support provided for roads under self-government management 3%. Unchanged, the trend remains relevant that the amount to be earmarked for the operation and maintenance of the national public roads still remains with several ten billions below the necessary and demanded sum.

Operation of the expressways (including the motorways and the motor roads used by vehicles belonging to a higher users’ fee category) within the network of road transport – with financing resource-generating character – is possible only in the e-vignette flat rate system. Payment obligation appeared also for trucks, sporadically on main roads, but with due extension to international transit traffic.

Direct charging, 13 years ago firstly appeared on national roads in the system of the manually operated distance related toll collection technology. Gradual spreading of this solution was finally stopped by social resistance to the extremely high tolls wanting to compensate all the infrastructure costs by the traffic of still low-intensity and of low solvency by all means. Since this method of charging after some years of operation ceased in the case of all three projects implemented, it can be declared that in practice the total cost funds could not be realized.

However, both from the aspects of road users and infrastructure financing, the step-by-step spread of the flat rate (vignette) systems brought about serious changes. Road users accepted the affordable – and in a few years countrywide unified – systems; fees on the vast majority of the corridors’ tolled sections are normally (98-99%) paid. Thanks to the maintenance costs getting an impulse, there had been a spectacular improvement in the life of the fee-subjected network sections. It is true that, the possibly unified extension to every single fee-category and the problem of the sections free of payment did not reach a standstill yet; nevertheless, at least the operation, maintenance and reconstruction of the most important part of the road network has been solved.

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For drawing up a more varied vision for 2030, it is necessary to present – at least in outlines – the social, economic and technical environment using the visions drafted by the other six thematic areas, i.e. because it is more expedient to adapt economic environment to the demands of the society and economy, and of global changes than vice versa. What can be expected in 2030 in the Hungarian society and economy, in transport, and especially in Hungary’s road transport?

Social–economic and technical background

Demography, motorization, passenger transport

While the 10 million population will decrease to 9.5 million in 2010, it will be ageing and the number of households (because of the large number of people living alone) will increase significantly. Although the rise in living standard results in increased mobility and growth of the vehicle fleet, due to the aging of the population the increase of individual transport follows in a slower rate the rise of the living standard, therefore public transport – though at a decreasing rate, but –will still play an important role.

Goods transport

The role of road haulage will continue to be dominant, since its benefits (door-to-door delivery, higher trading rate) cannot be fully compensated by the other transport modes because of their own technical capabilities. Ideas, proposals, efforts will focus on the use of less polluting sub-sectors; only new type, today still unknown organisational-technical solutions of these transport modes can bring a breakthrough in addition to more intensified, more effective utilization of the already existing ones (direction freight traffic, combined transport: containers, accompanied and unaccompanied traffic, etc.)

Road network

By 2030 the radial structure network of expressways and main roads will be transformed to a grid-structure system to be adapted to the neighbouring countries’ networks, and distance related fee collection will operate on the whole road network of the country, which together with the taxes included into fuel price assures sufficient resource for network operation, maintenance and for occasionally needed (by then of minimum volume) developments. Preservation of the value and technical parameters of the national road asset, its adaptation to current requirements will remain the main, and still a state task in 2030, too

Automotive technology

Although, basically, vehicles to be operated in 2030, will not be very different from the “traditional” technical solutions, and most likely it will be considerable the proportion of vehicles operating with alternative fuels and meeting the requirements on environment, safety and efficiency on a higher level. By 2020, the share of bio fuels in the energy consumption of road transport is expected to reach 7%, and to be close to 10% by 2030.

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Intelligent transport systems

Intelligent transport systems will become dominant in vehicle and traffic engineering, in the harmonization of transport modes (interoperability), in passenger information, becoming fundamental components of the safety systems. Relatively, the intelligent transport systems can be marketed easily; therefore they are considered to be one of the pillars of the business sector within transport.


Mostly the fossil energy will be the main energy source for domestic road transport, however the presence of renewable energy sources with low greenhouse effect is also remarkable. For environmental protection purposes the materials in scrapped vehicles should be recycled almost entirely; conscious and sustainable management of hazardous wastes is an important element of environment protection.

Safety and security

Infrastructure of road transport consists of self-explaining and forgiving roads. Continuous and attractive education, training and teaching, as well as the control over vehicles of the drivers using vehicles equipped with intelligent technologies are improving. Efficient forms of the implementation and fining are available for the improvement of road safety, the achievement of the so-called zero vision. The safety of passenger transport and haulage improves considerably: the number of thefts and damages decreases. Economic environment

To some extent the economic environment makes it possible to achieve the vision drawn up in the objectives and to finance the researches addressed to the achievement of these objectives. The electronic fee collection does not only cover the national road network, but also includes the system of electronic tickets and season tickets in public transport, as well as the introduction of the congestion charge in cities. Already in the near future it is necessary to clarify the role of public transport, to explore as precisely as possible the demands, possibilities and procedures of financing. In goods transport the moderation of the growth rate of road transport, as well as for real appreciation, the internalisation in all transport modes of the external costs should be solved. The management of road network (the expressways also included), in addition to traffic control, includes operation, maintenance and development, where the optimisation of financial resources is more and more urgent. New vehicle technologies should be used for the application of alternative fuels and the utilization of renewable energy sources, hence for the reduction of environment pollution. Environment and energy in road transport belong to the biggest challenges; all the possibilities, procedures should be explored by which it could be possible to recycle to the maximum the material of the scrapped vehicles, to increase their energy efficiency, to decrease harmful emissions and the noise effect and to raise the proportion of modern vehicles. Increase of safety and enhancement of protection mainly have social significance. No special emphasis is laid on intelligent transport systems in the economic environment, because they are integrated in almost every element of the road transport.

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The table shows the relationship between the economic environment and the thematic fields of ERTRAC-Hungary with hints on financial tightness.

Thematic fields

Elements of the economical

environment

Mobility and

transport


Vehicle engineeri

ng

In-telligent

transport systems

Energy and

environment

Safety and

protec-tion

1. Electronic fee collection

S S N S N N

2. Public transport S L L M M L

3. Goods transport S M L M M M

4. Availability M S N N L N

5. Road network management

L S N L N L

6. New vehicle technology

N N S M S L

7. Reduction of environmental load

M M S S S N

8. Safety and security M S M S N S

Legend: strong

medium

loose

none

S

M

L

N

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Expected situation of economic environment in 2030

■ With full development and operation of the electronic fee payment on public roads and of the system of electronic tickets and season tickets in public transport, “the user pays” principle is realised through the distance related road charges and the taxes included into the fuel price.

■ As a result of motorisation, the relatively low rate public transport by road may be financed and becomes completely attractive. According to currently advanced West-European methods, the amounts necessary for subsidies are provided by private transport.

■ Accessibility by public roads of every settlement becomes all embracing; the country’s coverage with expressways corresponds to the 2030 level of development. Taxes, charges and fees collected, together with the internalisation of the external costs, and the application of the “user pays” principle, the appropriate operation and maintenance of the road network will be assured definitely.

■ Since the availability of the traditional energy carriers decreases, and the introduction and spread of new technologies are always costly, transport is expected to grow remarkably more expensive: this will call forth the rising of the prices in the other fields of the economy as well, because transport and haulage are basic social demands.

■ The state promotes the spread of environmentally sound technologies by supporting the exchange of outdated vehicles and the acquisition of more energy efficient and environmentally sounder ones.

■ The sectors of the industry operating in the field of transport and infrastructure utilise intensively the new systems of control, production and planning in order to meet the increased requirements for sustainable mobility, while maximising its social benefits and increasing the circle of the possibilities of choice offered for the end-users.

■ For elimination of the traffic jams and mitigation of congestions, entrance-fees are collected in large towns, this way also supporting public transport. Determination of the entrance-fees and tariffs is based on social utility (efficiency).

The collection system of distance related electronic fee is operating on national public road network with full enforcement of the „user pays” principle. Following the full implementation of the main network of public roads (expressways and main roads) sufficient resources will be generated for the operation and maintenance of the public road network. Eventual deficiencies can only be experienced in the network of public roads. The pricing policy encourages the use of environmental friendly and safer vehicles.

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Electronic fee collection

With full development and operation of the electronic fee payment on public roads and of the system

of electronic tickets and season tickets in public transport, “the user pays” principle is realised through

the distance related road charges and the taxes included into the fuel price.

National road network

Electronic fee collection involves all vehicles with other than human force propulsion (including the buses and passenger cars as well as the motorcycles) moving on the entire national road network (expressways included).

Public transport

In urban and interurban public transport the application of the system of electronic tickets and season tickets will be common and expanded to every passenger (free journeys included), and each EU member country. Data on service providers’ performance and revenue will become clear through the e-tickets and the season tickets.

Large towns

In large towns, in order to eliminate traffic jams and to mitigate congestions, public transport is supported by the collection of entrance fees. Collection of the congestion charge is also realised in electronic system.

Public transport

As a consequence of motorization, the public transport by road – of relatively lower extent – becomes fully financeable, individual transport assures the amounts needed for supports. In order to support public transport, entrance fee is collected in large towns for the elimination of the traffic jams and mitigation of congestions. Entrance fees and tariffs are calculated on the basis of social utility (efficiency).

Financing

Full application of the union legislative rules related to public transport will be implemented. Full funding from state and self-government resources of public transport – either through price support provided to tickets at reduced rate (consumers’ price rounding out), or to the compensation of the passenger transport losses – becomes traceable and clear. Public transport not only in the road sector, but also in the other transport modes becomes fully financeable as well.

Internalisation of external costs

Internalisation of the external costs makes the generation of the necessary financial resources possible, i.e. surplus incomes generated by individual transport ensure to meet the surplus demands of the public transport.

Congestion charges

In urban transport this is also completed by revenues deriving from congestion charges, which is fully used for the development of the urban transport – together with the incomes generated in towns from tickets and the state (or self-governments) supports.

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Goods transport

The objectives of the Uniform Transport Development Strategy set by 2020 indicate the most important outermost limits, to keep the rate of less environmental polluting transport modes above the EU27 average. This objective – being a moving target – may be prolonged until 2030. The share of combined haulages within different transport modes, becomes dominant, though the appearance in the market of the road trains over 60 tons gross mass presents a new challenge for the other transport sub sectors.

Co-modality

All modes of transport carry out tasks in which they are most effective, so from socio-economic aspects the role of different sub sectors is clarified, rail transport gets a considerable importance again in long distance inland goods transportations.

Combined transport

Maximum application of all types of combined transport, including the most economical ones (e.g. not accompanied traffic, containerised transport); decoupling refers not only to the procedures within transport but also to the methods of the entire economy.

Road trains of 60 tons gross mass

Road trains exceeding 60 tons gross mass create a new situation in the freight market, they decrease the competitiveness of the less environment polluting transport modes, requiring the review of the modal split, the re-evaluation of the interfaces between the different transport modes.

Accessibility

Full accessibility of all localities will be realized, construction of the network of public roads (the expressways included) will be finalized, and some minor corrections will only be needed. Network management (traffic control and resource allocation, distribution) approaches the optimum.

Network corrections

Only network corrections are financed from the allocations for development of the central budget; amounts assigned to operation and maintenance are greater. Financing demand of regional and local roads under the management of self-governments will be higher.

Intermodality

Missing links connecting the various transport modes will be constructed, the transport chains both in passenger and freight transport will be implemented. Travel and goods transport becomes smooth on long distances also. Updated stations and logistics centres make it possible, especially by the spread of the most economical transport modes.

Interoperability

Full application of EU standards will enable the European integration of the road transport systems.

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Road network management

A three-level road network management system will be developed: the network of national trunk roads will be completed by regional and local roads, the “user pays” principle will be effective through the distance related road fees and taxes included into the fuel prices.

Organizational structure

Operation, maintenance and development will be adapted to the three-level management: together with attachable technical units each will manage different resources.

Network financing

There are sufficient resources developed (taxes, charges and fees) for adequate road network operation, maintenance and development. Their optimum is realized in relation to the national asset’s high-value road network components also (residua’s principle discontinues). Realistic assessment and internalisation of the external costs allow partly a more accurate assessment of the inputs of the transport modes, and partly the new resources generated this way contribute to the avoidance of the deterioration of the technical condition of the road network.

New vehicle technologies

Due to decreasing availability of conventional energy carriers, to introduction and spreading of new technologies, the transport is expected to get significantly more expensive which results the rise of the prices in the other areas of the economy as well. The state promotes the spread of more environmental friendly technologies by providing support to the replacement of the outdated vehicles, as well as to the purchasing of the more energy efficient and environmental friendly ones.

Alternative fuels

The use of alternative fuels – due to the decreasing supply and the rising price of the fossil energy carriers – becomes economically viable, moreover: the overall use of the third-fourth generation bio fuels clearly moderates the carbon dioxide emissions significantly. This of course, needs the elaboration of new production processes and new technologies, which essentially is the responsibility of the business sphere, but it cannot be in want of state contribution to the resources necessary for research either.

Environmental friendly technologies

Although, according to the ERTRAC-Hungary’s vision, vehicles to be operated in 2030 will not differ substantially from “conventional” technical solutions, however, the increase of the energy efficiency of vehicle engines (even if asymptotically) is an almost permanent research task, the same as the decrease of pollutant emissions is. Domestic vehicle production – essentially in foreign hands – does not provide any suitable basis thereto, although the involvement of Hungarian research bases (universities, domestic research units of multinational companies, etc.) with “complementary feature” cannot be excluded.

Decrease of environmental loading

The state promotes the spread of more environmental friendly technologies by subsidizing the replacement of the outdated vehicles, supporting the purchase of more energy efficient and environmental friendly ones and increasing the recycling of the materials of scrapped vehicles.

Environmental friendly vehicles

Although, it is very probable that Hungary’s role in developing new vehicle technologies will not be decisive in 2030 either, nevertheless, through tax incentives, or by supports given to the purchase of

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less environment polluting and more energy efficient vehicles, the system of state aids may contribute to the development and modernization of the vehicle fleet.

Recycling

The growth and the modernization of the vehicle fleet without the recycling of the great mass of scrapped motor vehicles would cause unbearable increase of environmental loading. Nearly full recycling of materials of scrapped vehicles, conscious and sustainable management of hazardous wastes are the problems to be solved in the not distant future.

Improvement of safety and security

Construction of forgiving and self-explaining roads, education and training of higher levels, and the application of intelligent technologies make possible – among others – the improvement of road safety. To do this, the necessary financial resources are indispensable. Fining forms needed for enhanced enforcement and improvement of the standards of protection mostly belong to the business sphere’s scope of activity.

Infrastructure

Construction of self-explanatory and forgiving roads, which reduce significantly the number of road accidents, remains a state responsibility; consequently the resources are provided by central budget.


From the aspect of road safety, intelligent transport systems can be used in vehicles, essentially imposing new duties on vehicle manufacturers, and on road network, which in turn affects the network operator and manager, consequently the owner, i.e. the state.

Education, training

The human factor is the main element of road safety, since the vast majority of accidents occur because of the driver’s or the pedestrian’s fault. Safer infrastructure provides more favourable terms only, but it does not reduce the responsibility of the persons concerned. Continuous and attractive education, training and practice will remain permanent elements of road safety improvement.

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■ Use of electronic fee collection on the road network and in public transport.

■ Full financing of public transport.

■ Increase of the share of transport modes with less environmental pollution.

■ Accessibility of all localities becomes fully achieved, as far as possible.

■ Three-level management system, the optimum of operation-maintenance-development.

■ Spreading of environmental friendly technologies.

■ Increase of the share of road motor vehicles with less environmental polluting emissions, recycling of scrapped products.

■ As far as possible reduction of the number of road traffic accidents.

Tasks required for the achievement of the research strategy goals

1. Electronic fee collection

− Elaboration of the introduction terms of electronic fee collection,

− Introduction of the system of electronic tickets and season tickets,

− Elaboration of the introduction terms of the congestion charge.

2. Public transport

− Full application of EU legislation,

− State supported development of the terms and introduction of full financing of public transport,

− Internalisation of external costs,

− Modelling and application of the application of the congestion fee.

3. Goods transport

− Co-modality, periodic review of railway-road interface

− Exploration of potentials to expand combined transport, elaboration of new procedures,

− Impacts of putting into operation the road trains over 60 tons gross mass.

4. Accessibility

− Surveying the resource demands of the network corrections,

− Intermodality: examination of the possibilities to link the transport modes, rationalization of the transport chain,

− Interoperability: application of EU standards.

5. Road network management

− Development of three-level road network management system,

− Exploration of the financing demands of the national road network, elimination of residua’s principle, determination of the optimum rates of operation-maintenance-development,

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− Delimitation of resource provision for financing.

6. New automotive technologies

− Alternative fuels: development of new manufacturing technologies, providing the necessary state support.

− Research of environmentally sound technologies, central support provided to domestic research bases to the extent possible.

7. Reduction of environmental loading

− Regulation, financial aid, preferences promoting the acquisition of modern, environmental friendly motor vehicles,

− Maximum material recovery and recycling of the materials of scrapped vehicles, sustainable management and maximum neutralization of the dangerous wastes.

8. Improvement of safety and security

− Definition of resources necessary for the construction of self-explanatory and forgiving roads,

− Financing resources for road installation of intelligent transport systems, exploration of possible involvement of the private capital,

− Definition and scheduling the financing demand of continuous and attractive education, training and practice.

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The following table summarizes the research strategy goals, and the tasks for implementation.

National road network Distance related electronic fee collection on the whole national network

Public transport System of electronic tickets and passes

1.

Electronic fee collection

Large towns Congestion charge

Financing Consumer price support, loss subsidization

Internalisation of external costs

Public transport subsidy* – resource subsidizing from internalised revenues

2.

Public transport

Congestion charge Urban transport subsidy* from congestion charges

Co-modality Revision of modal split

Combined transport Revision of the already known applications, elaboration of new type procedures, utilization of decoupling

3.

Goods transport

Trains of 60 tons gross mass

Re-evaluation of the concurrence of different transport modes

Network corrections Exploration of missing network elements, development of regional and local roads

Intermodality Development of transport chains in passenger transport and goods carriage

4.

Accessibility

Interoperability Standardization of joining systems

Organizational structure The three-level management system of the network of public roads

5.

Network management of public roads Network financing Elaboration of optimal resource

distribution

Alternative fuels New manufacturing technologies 6.

New vehicle technologies

Environment friendly technologies

Increase of energy efficiency, decrease of environment pollution

Environmental friendly vehicles

System of state subsidy* provided for purchasing environmental friendly vehicles

7.

Reduction of environmental load

Recycling Recycling of scrapped vehicles, conscious and sustainable management of hazardous wastes

Infrastructure Financing construction resources of self-explaining and forgiving roads


Financing of intelligent transport systems on public roads, possibilities of private capital involvement

8.

Safety and security improvement

Education, training Specification and scheduling of resource demand

*/Note. Support includes not only subsidy but other means of subvention and preferences as well (e.g.

registration fee, excise tax remission, weight tax reduction, etc.).

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Note:

1. Economic research does not require basic research.

2. Research tasks of the economic background just focus on financing solutions, they do not contain

the research demands of the other thematic areas (pillars), for example in the case of the electronic

fee collection they extend to the economic survey of the introduction of the collection system

(installation terms, social acceptance, installation costs, investment requirements), but not to the

establishment of the system.

3. In the case of some strategic objectives (e.g. availability, new vehicle technologies, etc.) the technical-technological progress raises again the research of strategic objectives, but on a higher level than before, with other part-objectives (e.g. there is a change in urbanization level, the structure of industry, etc. requiring other availability levels, structure than previously).

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Financing demand of the tasks ECONOMIC ENVIRONMENT

Serial number Research task Financing demand

1. Electronic fee collection 40 millions HUF

1.1 National network of public roads 15 millions HUF

1.2 Public transport 20 millions HUF

1.3 Large towns 5 millions HUF

2. Public transport 100 millions HUF

2.1 Financing 25 millions HUF

2.2 Internalisation of external costs 60 millions HUF

2.3 Congestion charge 15 millions HUF

3. Goods transport 95 millions HUF

3.1 Co-modality 45 millions HUF

3.2 Combined transport 35 millions HUF

3.3 Road trains of 60 tons gross mass 15 millions HUF

4. Accessibility 120 millions HUF

4.1 Network corrections 30 millions HUF

4.2 Intermodality 60 millions HUF

4.3 Interoperability 30 millions HUF

5. Network management of public roads 60 millions HUF

5.1 Organisational structure 20 millions HUF

5.2 Network financing 40 millions HUF

6. New vehicle technologies 120 millions HUF

6.1 Alternative fuels 60 millions HUF

6.2 Environmental friendly technologies 60 millions HUF

7. Decrease of environmental load 110 millions HUF

7.1 Environmental friendly vehicles 45 millions HUF

7.2 Recycling 65 millions HUF

8. Improvement of safety and security 80 millions HUF

8.1 Infrastructure 20 millions HUF

8.2 Intelligent transport systems 35 millions HUF

8.3 Education, training 25 millions HUF



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Implementation Plan for R+D tasks

R+D task 1. Distance related electronic fee collection

Objective:

Distribution and bearing of the road infrastructure costs on construction, maintenance and operation on the basis of the principle of social equity.

Result: Tariff policy, order of tariff rates, technology.

Direct user: Companies of state or private property, the budget.

Financier: The ministries of transport, environment protection, finance as well as the road administrations.


Cost (HUF): 15 millions HUF (Resource composition: 85% state, 0% self-governments, 15% competitive sector.)

R+D task 2. System of electronic tickets and passes

Objective:

Application of electronic payment in public transport. Reduction of the transaction costs of fee payment, simplification of traffic data collection.

Result: Unified, extendible tariff system, technology.

Direct user: Companies of state or private property, the budget.

Financier:

The ministries of transport, environment protection and finance, as well as companies interested in public transport.


Cost (HUF): 20 millions HUF (Resource composition: 85% state, 0% self-governments, 15% competitive sector.)

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R+D task 3. Congestion charge

Objective:

Reduction of congestions and their related time losses, and increase of the proportion of road vehicles causing less environmental pollution.

Result: Tariff policy, order of tariff rates, technology.

Direct user: Companies in state or private property, the budget.

Financier: Ministries of transport, environment pollution, finance, as well as the self-governments.


Cost (HUF): 5 millions HUF (Resource composition: 70% the state, 20% the self government, 10% the competitive sector.)

R+D task 4. Consumer price support, loss subsidization

Objective: Full financing of public transport.

Result: Applicable methods of price-levelling, long-term plan.


Financier: The ministries of transport, environment protection, finance as well as companies interested in public transport.


Cost (HUF): 25 millions HUF (Resource composition: 75% the state, 20% the self-government, 5% the competitive sector.)

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R+D task 5. Subsidization of public transport – resource completion from internalised revenues


Result: Development of subsidizing conditions, long-term plan.





R+D task 6. Urban transport subsidization from congestion charge


Result: Development of subsidizing conditions, long-term plan.




Cost (HUF): 15 millions HUF (Resource composition: 75% the state, 10% the self-government, 15% the competitive sector.)

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R+D task 7. Revision of transport modal split

Objective: Promotion of co-modality, increase of the share of environmental friendly transport modes

Result: Technical, regulatory, financing means for co-modality improvement.

Direct user: Companies in state or private property.



Cost (HUF): 45 millions HUF (Resource composition: 85% state, 0% self-government, 15% competitive sector.)

R+D task

8. Combined transport – Revision of the already known applications, elaboration of new type procedures, utilisation of „decoupling”

Objective: Promotion of combined transport, increase of the share of environmental friendly transport modes

Result: Recent technologies, tariffs in combined transport





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R+D task 9. Vehicle trains of 60 tons gross mass – Re-evaluation of the concurrence of different transport modes

Objective: Increase of freight efficiency, raising the share of the environmental friendly transport modes.

Result: Up-to-date technological, technical and regulatory background of efficient goods transport





R+D task 10. Exploration of missing network elements, development of regional and local roads

Objectives: Improvement of the accessibility of settlements; making it – compared to the circumstances – complete.

Result: Necessary trends of development, missing elements of connection


Financier: The ministries of transport, environment protection and finance as well as local self-governments, regions



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R+D task 11. Development of transport chains in passenger and goods transport

Objective: Increase of freight efficiency, raising the share of the environmental friendly transport modes.

Result: Plan of efficient passenger and goods transport system, system of implementable intermodal nodes


Financier:

The ministries of transport, environment protection, finance as well as companies interested in public and goods transport


Cost (HUF): 60 millions HUF (Resource composition: 75% state, 15% self-government, 10 % competitive sector.)

R+D task 12. Standardization of joining systems

Objective: Ensuring the permeability of systems, increasing the efficiency of goods transport

Result: Standards


Financier: The ministries of transport, environment protection, finance as well as local self-governments and regions



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R+D task 13. Revision of the three-level management system of the network of public roads

Objective: Three-level management system, the optimum of operation-maintenance-development.

Result: Transformation plan of the organisational structure.


Financier: The ministries of transport, environment protection and finance.



R+D task 14. Elaboration of optimal resource distribution

Objective: Three-level management system, the optimum of operation–maintenance–development.

Result: Recommended distribution mode of the available resources, priority list


Financier: The ministries of transport, environment protection, finance.



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R+D task 15. Alternative fuels – New technologies of manufacturing

Objective:

Spreading of environmental friendly technologies. Increasing the rate of road vehicles with less environment deteriorating emissions.

Result: Alternative fuels, manufacturing technologies


Financier:

The ministries of transport, environment protection, finance as well as companies interested in public and goods transport.



R+D task 16. Increase of energy efficiency, decrease of environment pollution

Objective:

Increasing the rate of road vehicles with lower emission. Increasing the share of environmental friendly transport modes. Spreading of environmental friendly technologies.

Result:

Plan to reduce carbon dioxide emission, reformative proposals, suggestions in order to change the legislative background





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R+D task 17. The system of state subsidization for the acquisition of environmental friendly vehicles

Objective:

Spreading of environmental friendly technologies. Increasing the share of road vehicles with less environment pollution.

Result: Development plan of the system of subsidization, determination of budgetary concerns


Financier:




R+D task 18. Recycling of scrapped vehicles, conscious and sustainable management of hazardous wastes

Objective: Increase of the share of less environment polluting road vehicles, recycling of scrapped products

Result: National plan for waste management





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R+D task 19. Financing resources for the construction of self-explaining and forgiving roads

Objective: Reduction of the number and severity of road traffic accidents on an as large scale as possible.

Result: Plan of the structure of the financing resources, determination of budgetary concerns


Financier:




R+D task

20. Financing of public roads’ intelligent transport systems, possibilities for the involvement of the private capital

Objective:

Reduction of the number and severity of road traffic accidents on an as large scale as possible. Reduction of budgetary expenditures, propagation of innovative technologies.

Result: Funding plan, legislative background, list of companies which might be involved





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R+D task 21. Education, training – Specification and scheduling of resource demand

Objective:

Reduction of the number and severity of road traffic accidents on an as large scale as possible. Shaping the future generation’s mentality.

Result: Financing plan, scheduling





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Strategic Focuses

STRATEGIC FOCUSES

■ By 2030 the Strategic Research Plan of ERTRAC-Hungary will comprise 93 research-development tasks for the seven major thematic areas with 10 974 million HUF estimated outlay.

Within this huge set of objectives and tasks some research topics may be highlighted, which constitute the basis of technological development of the Hungarian road transport. These topics are in the forefront of the Hungarian and the European Union’s transport policy.

Namely:

− There will be examined the mobility and transport trends influenced by the social, economical, ecological demands, new legalities, essentially the market of transport services, the challenges emerging in areas of high priority: large towns and their environment;

− In the field of road network the technological development of operation and maintenance, advanced road pavement structures, the environmental friendly, cost and energy efficient procedures of construction and reconstruction come to the fore;

− Production and utilization of the second generation bio fuels to reduce the country’s energy dependence and to moderate the emission of exhaust gases with greenhouse effect, development of the XtL technologies;

− In order to improve road safety, domestic technological tasks necessary for the development of the human-oriented road transport environment (self-explanatory roads, „forgiving” environment);

− Because violence will still rise at the beginning of the XXIst century, defence technologies shall be developed and their use examined;

− Despite the fact that a number of EC regulations delimit the volumes of the fees to be collected for road infrastructure usage and determine the contractual, financing system of public transport; Hungary in comparison with its neighbouring countries is still lagging behind. Forceful research results and rapid implementation are required.

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Strategic Focuses

TABLE SUMMARIZING THE OUTSTANDING RESEARCH TASKS

Research field Research task Financing demand*

Mobility and transportation

Travel demands 450 millions HUF

Mobility and transportation

Development of the system of large urban and domestic goods distribution in Hungary

94 millions HUF


Up-to-date road pavement structures, environment-friendly (Cost and energy saving) road construction and rehabilitation system

180 millions HUF


Second generation bio-fuels, XtL technologies 165 millions HUF

Safety and security

Development of human-centred road transport environment

160 millions HUF

Safety and security

Examination of the application possibilities of up-to-date protection technologies

105 millions HUF

Economic environment

Electronic fee collection and public transport funding

185 millions HUF



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Strategic Focuses


151

Strategic Focuses


152

Organisation Of ERTRAC-Hungary, Members And Working Groups

ORGANISATION OF ERTRAC-HUNGARY, MEMBERS AND WORKING GROUPS

■ Plenary session14

is ERTRAC-Hungary’s supreme professional decision-making body. Its members consist of the founding members of the ERTRAC-Hungary’s National Technology Platform for Road Transport and the newly acceded members. New members may join the Platform by application for membership, obtaining the simple majority of the old members’ votes.

President and co-presidents

make proposals for the functional mechanism of ERTRAC-Hungary, the road transport vision and strategy priorities, the methods of elaboration. They provide for the presentation of professional documents required for the plenary session’s decisions, and their implementation.

14

Due to ERTRAC-Hungary’s mission, it is outstandingly important that the experts of companies, authorities, government and research sectors have equal representation in the plenary session, the presidium and the working groups.

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Secretariat

according to the plenary session’s resolutions and under the guidance of the presidium, deals with organisational and co-ordinating operative and administrative work.

Leaders of the working groups

take part in the elaboration of the ERTRAC-Hungary’s research methodology. They select the experts invited to participate in the activities of the working group, guide the working groups’ professional work.

Member of the working groups

invited by the leaders of the working groups, are well known representatives of the profession, both on national and international levels.

Opponent

is an independent expert who does not take part in the work of the working groups or of the presidium, nevertheless, subject to recommendations submitted by members of the plenary session, the presidium or leaders of working groups, is invited to report on interim or on full text of the drafts.

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The members of ERTRAC-Hungary

■ Institute for Transport Sciences Non-profit Ltd.

■ Hungarian Scientific Association for Transport

■ Bay Zoltán Foundation for Applied Research, Institute for Materials Science

■ Budapest University of Technology and Economics (BME), Faculty of Transportation Engineering

■ BME, Department of Transport Economics

■ Széchenyi István University, Faculty of Enginering Sciences

■ Főmterv Zrt., Civil Engineering Designer Ltd.

■ Ramsys Zrt.

■ National Transport Authority

■ Co-ordination Centre for Transport Development

■ Hungarian Roads Management Company

■ T-COM Plc. Regulatory Affairs and Pricing Policy Branch

■ Hungarian Road Transport Association

■ Volán Professional Association

■ ITS Hungary Association

■ NiT Hungary

■ Quantum Energy Ltd.

■ Hungarian Association of European Automobile Services

■ COLAS Hungária

■ H-TPA Innovation and Quality Control Ltd.

■ Non-profit Company for Quality Control and Innovation in Building

■ Global Road Safety Partnership – Hungary

■ Hungarian Road Society

■ Dr. Csaba Attila, Deputy of MEP

Road infrastructure operators and developers

Research and innovation

Industry and suppliers

Civilians’ sphere

National bodies

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The working groups of ERTRAC-Hungary (Bold-faced type is used to indicate the names of the working group leaders, while italics to display the names of the working group members.)

Dr. Illdikó Marcsa Bus-transportation Director, Volán Professional Association Balázs Ács Head of Office, Regional Transport Organising Office Central Hungary Szabolcs Hunyady General Director, Kunság Volán Zrt. László Lepp Managing Director, Kontakt Busz Kft.

György Sárközi General Director, Borsod Volán Zrt.

Tamás Rendek Logistics Purchasing Agent, Danone

Antal Bulyáki ADR consultant, Németh Eurotrans,

Csaba Németh Logistics Director, Wincanton

Ferenc Féderer Manager, RRS System Kft.

Dr. Attila Vörös Research Director, KTI Nonprofit Kft. Tamás Fleischer Senior Researcher, Hungarian Academy of Sciences Institute for World Economics

prof. Dr. habil. László Gáspár Research Professor, KTI Nonprofit Kft. Sándor Kálnoki Kis Manager, Kálnoki Kft.

Dr. Gábor Melegh Associate Professor, Budapest University of Technology and Economics (BME) Department of Automobile Engineering Péter Barna Head of Department, KHEM Krisztián Pintér Managing Expert, BME

Bálint Szabó Assistand Lecturer, BME Gábor Vida Managing Expert, BME

Working Group on Infrastructure Planning and Construction

Working Group on Automotive Engineering

Working Group on Mobility and Transportation

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Dr. Ágnes Lindenbach Chief Secretary, ITS Hungary Association Zoltán Jákli Operation director, ÁAK Zrt.

Zoltán Jenovai Head of Division, Maitenance of Public Domain, Budapest. István Halász President-director, Ramsys Zrt. Vera Siegler Managing Director, Topolis Kft.

Dr. Máté Zöldy Development engineer, MOL Nyrt. Dr. Ferenc Mészáros Assistant professor, BME Dr. Mikós Szoboszlay Counsellor, KHEM

Dr. Ádám Török Assistant Researcher, KTI Non-profit Kft. Imre Zsombok Manager, AK-S, Kft.

prof. Dr. habil. Péter Holló Research Professor, Deputy Head of Division, KTI Non-profit Kft. University Professor, SZE Tamás Berta Head of Division, KTI Non-profit Kft.

Dr. Zsuzsanna Tóth Szabó University Lecturer, Széchenyi István University Dr. Gábor Göbl Chief Adviser,National Ambulance Tamás Siska Manager, Együtt Bt.

Dr. József Pálfalvi Scientific Advisor, KTI Non-profit Kft. Zoltán Bende Secretary, Hungarian Road Transport Association (MKFE)

Csaba Orosz University Lecturer, BME Árpád Siposs Head of Bureau, Co-ordination Centre for Transport Development

Working Group on Safety and Security

Working Group on Economic Environment

Working Goup on Energy and Environment

Working Group on Intelligent Transport Systems

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THE AUTHORS EXPRESS THEIR GRATITUDE TO: MS. FERENCNÉ MOKRY J., HEAD OF DIVISION AND

FERENC KOVÁTS, ADVISOR STAFF MEMBERS OF THE NATIONAL OFFICE FOR RESEARCH AND TECHNOLOGY,

FOR THEIR VALUABLE ASSISTANCE IN CONSULTATION AND CO-ORDINATION.

APPRECIATION IS DUE TO MESSRS. BALÁZS FELSMANN AND DR. ANDRÁS JÁNOSSY,

FOR THEIR DETAILED AND HELPFUL CRITICISM PROVIDED AS OPPONENTS.

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REFERENCES

■ Klauber Mátyás (2008): A járműipari ágazati stratégia kialakítását megalapozó szakmai átvilágító tanulmány, Társadalomkutatási Intézet Zrt., Budapest

ERNST&YOUNG (2009): Versenyképességi tanulmány - A közúti fuvarozókat érintő Stateháztartási elvonások a kelet-közép európai régióban, Budapest

ERTRAC (2009) ERTRAC Road Transport Scenario 2030+ Executive Summary. Elérhető:

http://www.ertrac.org/?m=7

ERTRAC (2009): Road Transport Scenario 2030+. Elérhető: http://www.ertrac.org/?m=7

ERTRAC (2008): Research Framework - Road to Implementation. Elérhető:

http://www.ertrac.org/?m=7

ERTRAC (2006): Research Framework. Elérhető: http://www.ertrac.org/?m=7

ERTRAC (2004): Strategic Research Agenda. Elérhető: http://www.ertrac.org/?m=7

ERTRAC (2004): Vision 2020. Elérhető: http://www.ertrac.org/?m=7

ERTRAC-Hungary (2009): Jövőkép 2030. Elérhető: www.ertrac.hu

Gazdasági és Közlekedési Minisztérium (2007): Stratégia 2007-2010

Győri Gábor – Dessewffy Tibor (Szerk.) (2007): Hétköznapi globalizáció, Demos Magyarország

Keller Tamás (2009): Magyarország helye a világ értéktérképén. TÁRKI Társadalomkutatási Intézet Zrt., Budapest

Környezetvédelem és Infrastruktúra Operatív Program 21 mintaprojekt bemutatása (2008) Nemzeti Fejlesztési Terv, Budapest

Környezetvédelmi és Vízügyi Minisztérium (2008): Nemzeti Éghajlatváltozási Stratégia, Budapest

National Intelligence Council (NIC) (2008): Global Trends 2025: A Transformed World, Washington DC

Nemzeti akcióprogram a növekedésért és a foglalkoztatásért 2008-2010 (2008) készült az Európai Unió lisszaboni stratégiájához. Elérhető: www.nfu.hu/download/13631/NFU_kiadvany_nezokep.pdf

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