Official road classification is used for general purposes but for deep traffic analysis this classification is not sufficient. Today there are efficient ways to collect large amounts of data from multiple sources that can be used for different causes. These large amounts of data cannot be analysed with traditional methods and new state-of-the-art algorithms should be used. The paper presents the methodology for urban road classification based on GPS (Global Positioning System) vehicle tracks and data on infrastructural characteristics of road subsegments. The process of defining road categories includes data collection and analysis, data cleansing and fusion, multiple regression, principal component analysis (PCA) as well as cross-validation and k-nearest neighbour (kNN) classification procedure. Results of such continuum can be used as base for further traffic analysis as travel time prediction, optimal route detection etc.

The aim of this study is to find a suitable methodology for planning the locations of intermodal terminals in an urban transit context. The location planning approach, which has been developed and makes this possible, consists of three phases. The first phase is the making of the geographic information system (GIS) database which enables determining the potential locations of intermodal terminals. For every potential location of the terminal, the number of citizens gravitating to a certain terminal is calculated, which at the same time represents the output from the first phase of the model. The second phase uses an optimization algorithm in order to determine the locations of the intermodal terminals. The optimization algorithm provides several solutions for a different number of terminals, and such solutions need to be evaluated. The main contribution of this research is in upgrading the location planning approach by introducing an additional step in assessing the solutions obtained by the optimization algorithm.

Noise, as one of negative effects of increased motorisation in the world, is increasingly becoming an important parameter in determining the location and in the reconstruction of the traffic facilities. In the European Union the directives related to the permissible noise emission of motor vehicles have been adopted already in 1970s. Also, states have stipulated the permissible noise levels according to land allocation, and the protection measures are implemented more intensively. The paper describes the methodology of evaluating the noise level by implementing the macro-simulation software tool PTV Visum on the example of demonstration corridor of the European project Civitas ELAN in the city of Zagreb. The paper describes the basic objectives of this project and the implemented measures in the city of Zagreb. By implementing the software tools the noise level has been estimated by using German and Nordic guidelines whose calculation methodology is described in the paper.

The monopoly of the railway companies and rigid railway regulations and carrier tariffs at the majority of the European railways have significantly contributed to the drastic reduction in the share of railway traffic in surface transport across all of Europe. Many years of stagnation and the absence of investment into railway transport, particularly regarding railway stations as well as other useful structures along the railway lines of a similar or same function, have led to the neglect and uselessness of these facilities in the railway system. High maintenance prices affect additional neglect, even destruction of railway stations and other buildings on the railway grounds, and construction of functional roofed platforms for passenger handling. Regardless of the fact that in their past, the construction of railway lines was the stimulator of the development of various regions and towns, today railway stations have become unattractive places where people stay just for a short time and only in transit, which is much the case in the Republic of Croatia, but it should be pointed out that even the developed countries have similar problems. The approaching and opening of railway companies to the passengers, as well as the local government, is the priority for serious market competition with competitive road transport. In order to achieve this, a crosssection of the current condition of the basic function of railway companies in the transport of passengers should be made. The introduction and development of integrated transport of passengers is the next step in the creation of competitive supply of the railway companies. The separation of railway carriers from railway infrastructure means also recognition of the important role of infrastructure management in transforming the railway stations from neglected and unattractive places to places with multifunctional facilities. In the first step it is necessary to make a cross-section of the current additional facilities at railway stations, and then to design and supply new facilities motivating the existing passengers to stay longer at the station, and also attracting new users towards stations, i.e. passenger trains. In the future, apart from the traffic function, the railway stations, as gateways to the cities, need to also take over a part of the economic, commercial, cultural, sport and other social functions of the city.

For many years the whole world has had problems with the issue of traffic congestion that results from the usage of road traffic, especially the traffic of passenger cars. The average occupancy of passenger cars amounts to 1.4 persons per vehicle, thus making this selection of the transport means the least economical regarding fuel consumption, occupancy of traffic areas and negative impact on the environment. The solution to the problem lies in a different traffic policy that will stimulate the usage of public urban passenger transit.Apart from bus and tram transport the public transit in the City of Zagreb also uses rail transport. The railway line that passes through the City of Zagreb is located on the route of the Pan-European corridor X and the b branch of Corridor V. For the needs of this paper, the section of the line in relation to Zagreb Main Railway Station-Sesvete is of interest, because the Scientific-Academic campus Borongaj (ZUK Borongaj) is located south of the mentioned section. In October 2007 three faculties moved to ZUK Borongaj and the moving of five more faculties as well as the construction of a student hostel are expected there in the near future. This leads to the conclusion that there will be an increase in the number of people who will gravitate to the area of ZUK Borongaj and therefore the new gravitation area will have to be studied.Apart from the technical-passenger station, which is next to ZUK Borongaj, a new stop for urban-suburban passenger transport is planned. It is therefore necessary to make certain modifications in the mentioned section of the railway line regarding the location and the number of stops.Since the move to ZUK Borongaj has been planned in three phases, each of these requires an estimate of the number of students, teachers and other staff members who will arrive at the Campus. It is also necessary to use surveys to make a distribution to certain transport modes. Furthermore, each phase will require an analysis of the usage of the rail transport means capacity and based on this a proposal for a new organization of train operation.