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... with different land use and built landscapes are the building component of settlements [7]. For adequate results in this paper, 4 different built landscape zones were analyzed in Budapest. They are the following ones, zone of (1) Estate with multi-storey apar- tment buildings, 11 cases; (2) Closed row with tenements at downtown, 13 cases; (3) Free stan- ding (on plain) with detached houses, 13 cases; (4) Free standing on hillside with detached house, 11 cases. Zones were selected based on the available data from land use and built landscapes in Budapest [8]. Chosen subdistricts of Budapest have different street layout due to geographical limitations (terrian and hydrography) and historical development (building period). Therefore, they have various planar configurations. For instance, tree, cellular and grid patterns. They have also difference size, population and number of dwellings. Density values were used to compare statistical characteristics with street network measures. The chosen 48 subdistricts are shown in Fig 1., and Fig. 2. contains general top-view layout of each built landsacpes. Appropriate data collecting was the first part of analyzing process. First, street network data and subdistrict territory of Budapest were collected from www.openstreetmap.org (OSM), which is an online open source map. ArcGIS [9] software was used for data storage of downloaded information and for the analyzation of street networks. Intersections were defi- ned as nodes and street networks were changed to street segments as links in the end of this process. Moreover, the connecting road network of subdistricts were also taking into account. In everyday transportation, the restrictions of streets have a great influence on the traffic flow. It determines the passable routes also in private and public transportation modes. In this paper, one (in the case of one-way street) or two (in the case of two-way street) street segments were determined between adjacent intersection. Therefore, every street segment has been directed as it appears in reality. Administration level from OSM was the same as the administrative divisions in Budapest. Examination of subdistricts with homogeneous built landscape was important boundary con- dition during research work. Area of subdistricts were important measurements next to popu- lation density. Population density is a measurement of population per unit area [people/km 2 ]. Information about population of areas are up-to-date available in the used administration level from webpage of Hungarian Central Statistical Office [10]. Hence, the street network measures were comparable to statistical data of subdistricts administration level. Area and population density are shown by Fig. 2. Fig. 2. shows area of examined subdistricts are close to each other, only three cases of Free standing on a plain have higher value than the other ones. The population density could be separates into two subsets. In case of Estate and Closed row have higher outcomes (approx. 20000 people/km 2 ) than in the other two cases (approx. 4000 people/km 2 ). This correlation comes from the relationship of with housing density and sprawl area ...
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Purpose. Often, the existing level of traffic capacity of road network facilities in large cities is insufficient. This is often due to the fact that urban growth is significantly ahead of the reconstruction and renovation of the corresponding infrastructure. As a result, traffic delays of various kinds occur on city roads, accompanied, first of all, by economic losses. Therefore, the search for reserves to reduce various types of losses associated with insufficient traffic capacity of the road network when organizing urban traffic is the purpose of this work. Methodology To determine the reserves for increasing the traffic capacity of the road network and reducing various kinds of delays, the method of deterministic analysis was used, the method for calculating the cycle according to F. Webster, based on the use of phase coefficients and time lost in the cycle (as the sum of transient intervals), the method for measuring the intensity of car traffic in the traffic flow, as well as the methodology for calculating economic losses arising from delays in the movement of vehicles. Findings. A study of delays and time expenditures and the corresponding economic losses that occur at typical objects of the city's street-road network (regulated intersections) has been carried out. The reserves of their reduction, and as a consequence, the increase in the capacity of both individual sections and the city's road network as a whole, have been determined. Originality. The use of this method on real objects of the road network allows developing the scientific interpretation of the methods used and expanding the scope of their application. Practical value. Assessment of emerging problems of traffic capacity and associated losses (including economic ones) makes it possible to determine the most promising ways to determine the traffic capacity reserves and, as a result, reduce economic losses.
