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Los medios de transporte juegan un papel preponderante en el mercado turístico para tal efecto se realizó una investigación usando el método analítico descriptivo donde se abordó las definiciones del transporte terrestre y mercado turístico en general y específicamente del cantón Sucre, lo que permitió conocer el objeto de estudio y su movilidad en el espacio. Se desarrolló un diagnóstico de la oferta y demanda del transporte terrestre en la oferta se tomó como muestra los transportes: Moto taxis, cooperativas de taxi y cooperativa de transporte Tosagua; las dos primeras del servicio interno y la tercera de trasporte inter cantonal; el 40% viaja por trabajo y no son del cantón Sucre y les gustaría recibir información en las unidades de transporte, un 20% se dirige a las playas son extranjeros ,40% son habitantes del lugar. En la encuesta a los prestadores de servicio de transporte resultó que desconocen los recursos y atractivos turísticos del cantón Sucre un 25%, promocionan como ciudad de descanso 25 % y promocionan solo las playas el 50%. Se direccionó una entrevista dirigida a los representantes de las cooperativas de transporte en cuestión un 86 % están dispuestos a recibir orientaciones turísticas por parte de los organismos competentes y un 14% solo que sea una exigencia para laborar. Por medio de la observación se ratifica que no hay material publicitario de Turismo en las unidades de transporte. Se concluye que los actores del transporte terrestre deben aportar orientaciones claras y precisas al viajero, pues la calidad de información recibida por estos medios influye significativamente en la receptividad del turismo para el cantón Sucre. Palabras claves: Transporte público, Turismo, Demanda turística, Turista, Excursionista.

In this paper, the current energy mix and the power generation infrastructure of Turkey have been analyzed and two different hydrogen based alternative scenarios applied on Burdur TIMES energy model to foresee the economic and environmental results in the 2016–2031 time period. An improved RES was created to illustrate the current energy network of Burdur city and to determine the relationships between energy carriers and the respective technologies, and then this structure is specified by the relevant data, including fuel cell-powered land vehicle technologies integrated into the land transportation demand side. This paper analyses the feasibility of hydrogen as an alternative energy carrier in the fuel mix for electricity generation in Burdur City to achieve sustainable economic growth, to improve the energy security by minimizing respective environmental emissions and indicate the possible implications of the introduction of the hydrogen supply chain and respective fuel cell end-use technologies in a city level energy modelling perspective. Burdur is selected as the target city to implement the designated level of land transport passenger demand by hydrogen technologies; and after implementation of hydrogen cars in 2020; it has been evaluated that only 0.09 PJ of hydrogen car activity prevents a total of 43.44 kT CO2 emission in Burdur, addressing the 8% of the total emission in the base scenario between the analysis time horizon. Finally, hydrogen has been evaluated as a clean, dependable option to diversify the energy mix on the current energy supply system of Burdur.

ბადრი გეჩბაია ბათუმის შოთა რუსთაველის სახელმწიფო უნივერსიტეტის ასოცირებული პროფესორი ბათუმი, საქართველო E-mail: gechbaia.badri@bsu.edu.ge http://orcid.org/0000-0003-2815-2228 ამირან წილოსანი ბათუმის შოთა რუსთაველის სახელმწიფო უნივერსიტეტის დოქტორანტი ბათუმი, საქართველო E-mail: atsilosani@gmail.com http://orcid.org/0000-0003-2809-5964 JEL Classification: O18, R1, R40 DOI: 10.46361/2449-2604.7.2.2020.104-113 მოკლე აღწერა 2019 წლის მიწურულსა და 2020 წლის დასაწყისში პანდემიასთან დაკავშირებულმა მოვლენებმა, რასაც შედეგად მოჰყვა, გლობალურად, მსოფლიო ქვეყნების საზღვრების ჩაკეტვა, ადგილი ჰქონდა საზღვაო ტვირთების გადაადგილების გარკვეულ შეფერხებებს. მოცემულ პირობებში, რიგი ქვეყნებისათვის, ერთადერთ ხსნად სახმელეთო სატრამსპორტო საშულებები იქცა, რამაც კვლავ გააცოცხლა ინტერესი სახმელეთო სატრანსპორტო დერეფნების მიმართ. ერთ-ერთ ასეთ სატრანსპორტო დერეფანს წარმოადგენს „ევროპა-კავკასია-აზიის სატრანსპორტო დერეფანი“, რომელიც დაარსების დღიდან დღემდე არ ფუნქციონირებდა სრული დატვირთვით, თუმცა აქვს მომავალი განვითარების დიდი პოტენციალი, რისი ნათელი მაგალითებიც არის მოცემული დერეფნის ფარგლებში წარმატებით განხორციელებული ისეთი მნიშვნელოვანი პროექტები, როგორიცაა „ბაქო-თბილისი-ჯეიჰანის“ (BTC) ნავთობსადენი, „ბაქო-თბილისი-ერზრუმის“ (BTE) გაზსადენი და „ბაქო-თბილისი-ყარსის“ (BTK) სარკინიგზო მაგისტრალი, რაც მნიშვნელოვნად ზრდის დერეფნის გეოპოლიტიკურ მნიშვნელობას. მოცემული ნაშრომის მიზანია „ევროპა-კავკასია-აზიის სატრანსპორტო დერეფნის“ მნიშვნელობის, შესაძლებლობების და ასევე შესაძლო განვითარების გზებისა და პერსპექტივების განსაზღვრა, რეგიონში მიმდინარე პროცესებთან მიმართებაში. კვლევის მიზანია აღწეროს ევრაზიის რეგიონში მიმდინარე გეოპოლიტიკური და ეკონომიკური პროცესები და გამოკვეთოს „ევროპა-კავკასია-აზიის სატრანსპორტო დერეფნის“ ძლიერი და სუსტი მხარეები. აღნიშნული კვლევის ორიგინალურობა და ღირებულება მდგომარეობს „ევროპა-კავკასია-აზიის სატრანსპორტო დერეფნის“ არსებული მდგომარეობის შესწავლაში, მის კონკურენტუნარიანობის განსაზღვრაში სხვა ალტერნატიულ სატრანსპორტო დერეფნებთან მიმართებაში და ასევე არსებული და პოტენციური პერსპექტივების გამოვლენასა და მათი მიღწევის გზების განსაზღვრაში. კვლევის მიზნების მისაღწევად გამოყენებულ იქნა ინფორმაციის მოპოვების კომპლექსური მეთოდები. ბიბლიოგრაფიული კვლევით განხორციელდა მეორადი მონაცემების მოპოვება, დახარისხება და ანალიზი. კვლევის თეორიული საფუძველია მოცემულ საკითხზე არსებული ლიტერატურა: სამეცნიერო შრომები, კვლევები, პუბლიკაციები, პერიოდული ბეჭდვითი გამოცემების სტატიები, ინტერნეტით მოძიებული მონაცემები. ნაშრომში განხილულია „ევროპა-კავკასია-აზიის სატრანსპორტო დერეფნის“ მომავალი განვითარებისა და სრული დატვირთვით ფუნქციონირების პერსპექტივები ევროკავშირისა და ცენტრალური აზიის ქვეყნებს შორის სავაჭრო ურთიერთობების გაღრმავებისა და ტვირთბრუნვის გაზრდის შედეგად. საკვანძო სიტყვები: ევრაზია; ცენტრალური აზია; ტრასეკა; სატრანსპორტო დერეფნები

Resource scarcity is capable of affecting economic activity. Though the dependence of direct users is easily acknowledged, indirect vulnerability imposed on downstream sectors of the economic system is not as easily understood. In the context of growing water scarcity across India, this study maps the dependence of prominent sectors of the Indian economy to the water‐withdrawal model of India (Bogra, Bakshi, & Mathur, 2016). From the suppliers' perspective, the results indicate that embodied water of the largest direct water‐withdrawing food sectors namely, Paddy, Wheat, and Sugarcane (PWS) is indirectly consumed mostly by the consumptive food sectors. However, from the users' perspective, even non‐food sectors exhibit a significant dependence on the embodied water of PWS. Further, blue‐water‐based structural path analysis (SPA) of Paddy and Wheat indicate significant contributions to Land transport, Construction, and Beverages, among others, whereas Land transport is important in terms of green water too. The out‐degree measure indicates a higher dependence of the economy on Electricity (blue water) and Forestry (green water) sectors. Specifically, infrastructural sectors exhibit a significant dependence on Electricity; whereas Forestry products contribute to non‐food sectors. State‐wise water‐scarcity indices (WSIs) indicate higher dependence of Electricity on scarce surface‐water flows of north‐western and central states, whereas forested areas in the north and north‐eastern parts of India exhibit lowest ground WSIs. By integrating regional flows with sectoral dependencies, it is observed that the risk to a reduction of the economy's throughput is higher from water withdrawn by Electricity compared to food sectors, PWS.

The effect of economic sanctions on the development of the transport industry is considered. Land transport is mainly discussed. The main results of the development of freight transport and large infrastructure projects as well as the introduction of modern rolling stock in different modes of transport are analyzed. Opinions according to which the transport industry of the country can handle additional volumes of freight transport under conditions of the dynamic development of economy are substantiated.

This study aims to assess the determinants of the labor market in the Greater Jakarta Area (Jabodetabek) with a population of 27.9 million (2010 census) and growth rate of 3.6 percent per annum over the period 2000-2010. With a total area of 4,384 square kilometers (1,693 sq mi), the city has a very high population density of 14,464 people per square kilometer (37,460/ sq mi), while the metro area has a density of 4,383 people/sq km (11,353/sq mi). The paper employs the survival regression analysis by incorporating attributes of commuter, namely gender, age, distance, travel time, wages, stress, education level, double income households and home ownership. The area consists of Jakarta as the receiving labor market and eight municipalities and regencies as labor suppliers. The study utilizes a cross-section data from a commuter survey with more than 4,000 respondents participated using different modes of land transport. The results reveal that some determinants have influenced commuters' resiliency and their willingness to participate in the receiving labor market. This study found that gender, distance, wages and home ownership do not affect the respondent’s decision whether to stay or quit as commuters. On the other hand, the fittest model exhibits that age, education level, stress, travel time and double income households have significant effects on individual's decision to stay or quit as a commuter. It is found that gender, distance, wages and home ownership do not matter for respondent’s decision on whether to stay or to quit as commuters. The model exhibits that age, education level, stress, travel time and double-income household have significant effects on an individual's decision to stay or quit as a commuter. Education level has a positive effect; on the other hand, age, stress, double-income household and travel time have a negative effect. The policy implications for improving the labor supply provision and some contested policy options are suggested, such as the provision of affordable housing in Jakarta, the improvement of commuting enjoyment, the establishment of child care facilities in the office buildings and the creation of more sophisticated jobs within the Jakarta’s surrounding municipalities and regencies.

The road was a means of land transport is very important to the social relations and economic goods and services, and with a population that is increasing in every year to year, increasing the number of vehicles passing on the road that there is, therefore, in need planning a safe way according to the function, volume, and nature of traffic. Road repairs cost a lot and this action is felt not quite right because remedies can not survive by age plans and in kutif of IDN Times in 2019 that the condition damages the highway in the district of Karawang based on data from the Department of Public Works and Spatial Planning (PUPR) Khanewal district, along with the road status 1937.53 kilometers of district roads in poor condition. (IDN Times, 2019). This study was conducted to assess how much influence the volume of vehicles to the damage occurred on roads Badami karawang at STA 0 + 000-0 + 500 and STA 2 + 250-2 + ??750, to examine the above problems by analyzing data from LHR and road damage the method of Highways, then further by looking at the correlation between the volume of vehicles on the road destruction by using SPSS and to increase the strength of rigid pavement using cement concrete road pavement planning 2003 is an additional layer (overlay) using the rigid pavement. From the analysis and discussion get Simultaneous Effect Hypothesis Test results that the Sig. (0,000) F table (3.89) H0 is rejected. It can be concluded that the simultaneous effect of the Light Vehicle Road damage of 33.8%, the simultaneous effect of the Heavy Vehicle Road damage amounted to 47.7%, Motorcycles simultaneous effect on road damage by 12.1% and the simultaneous effect of Motor Vehicles not to road damage by 14.2%, the result of the identification of the type and class of road damage indicates that the need for administration of additional layer (overlay) as a treatment for damage to roads, based on the analysis of the design used road repair method with a design life of 10 years, namely: (Overlay) Rigid Pavement (Rigid Pavement) as thick as 18 cm .and of analysts earn fees at cost (overlay) Rigid Pavement (Rigid Pavement) Rp. 9,114,626,20 / segments.

The advent of self-driving vehicles is no longer just science fiction conjecture but the reality of the coming decade. Various countries have already made real progress in self-driving technologies moving beyond slogans and to meaningful action - multi-country changes in the law, for one thing. Due to the rethinking of the transport planning process and new ways to organize passengers, the urban transport system is considered a single unit, not a set of separated transport subsystems (metro, land transport, etc.). Thus far, however, there has been no extensive study of the potential urban impact of self-driving technologies upon a city and its residents.This paper presents a methodology for the urban impact assessment of self-driving transportation developed based on an appropriate analysis for the city of Moscow. To that end, the urban environment as a research subject is described as a set of environmental, transport, technological, economic, social, and regulatory blocks of indicators. We purpose to evaluate these indicators: roads congestion, need for parking spaces, changes in the employment structure, new users of automobile transport, and others.To estimate the effects on the city, we described four scenarios for the introduction of self-driving cars, differentiated by the speed of technology introduction and the development of co-using economics. To achieve maximal effect of self-driving technology, one needs to adopt a proactive transport policy, including a set of measures defined by a current survey.The survey is indispensable for future research into the impact of self-driving technology upon a city. Also, the survey has a practical sense for administrations responsibility for urban transport policy.

The land transport sector is one of the major emitters of CO2 and one of the hardest sectors to decarbonise. This study employs an environmentally-extended input-output model to conduct an economy-...

Resumen El dolo constituye una figura de difícil determinación dentro del derecho penal, de manera especial si se pretende valorar la intención que tiene un individuo al momento de cometer un delito. Bajo este contexto, el objetivo del presente manuscrito se centra en recopilar información acerca del dolo eventual, la conducción temeraria y si esto se encuentra contemplado dentro de la legislación ecuatoriana. Para esto fue necesario acudir a fuentes de información secundaria como libros, códigos, leyes, artículos, entre otros, para determinar o no su aplicación dentro del contexto nacional. Con estos antecedentes se puede concluir que el estudio pone de manifiesto las falencias existentes dentro del marco legal del país, tanto con la Ley Orgánica de Transporte Terrestre y Seguridad Vial cuya última modificación corresponde al 2014 y el Código Orgánico Integral Penal (2014). En ninguna de estas dos normativas existe algún artículo que castigue la conducción temeraria fundamentado en el dolo eventual. Abstract The intent constitutes a hard to determine figure within criminal law, especially if it is intended to assess the intention of an individual at the time of committing a crime. Within this context, the objective of this paper is centered around gathering information about gross negligence, reckless driving, and if this is contemplated in Ecuadorian Legislation. To this end, it was necessary to resort to secondary information sources such as books, codes, laws, and articles, among others, to determine or not their application within the national context. Considering this background, it is possible to conclude that the study highlights the shortcomings of the country's legal framework, both with the Ley Orgánica de Transporte Terrestre y Seguridad Vial whose last amendment corresponds to 2014 and the Código Orgánico Integral Penal (2014). In none of these regulations is there an article that punishes reckless driving based on gross negligence.

Indonesia is a maritime country that consists of thousands islands connected by seas and other type of inland water such as rivers, lakes, swamps and canals. Basically, water transportation particularly river transportation becomes one of the most important transportation modes to connect one area to another area because the absence of the availability of land transport infrastructure. Besides that, river transportation is the major transport mode in rural area where there is no a feasible transport mode to support their daily activities. However, the development of river transportationin rural area gives social impacts not only for people who live in rural area, but also for the area development itself as a whole. Those impacts influence people's life in many aspects such as education, health, environment, culture and even political system. Then, this paper presents social impacts caused by the development of rural river transportation that case study in Indonesia. Furthermore, the integrated and participatory approach is required to optimize the development of rural river transportation in Indonesia

Roads support economic development and is one of the key economic infrastructures of South Africa. Funding for roads has been, and continues to be, controversial and faced with a multitude of challenges. The fuel levy, for instance, has for decades been the basis of road funding, but in recent years it has experienced declining effectiveness and efficiency. Both South African and international policy documents frequently propose the so-called user-pay principle to be adopted to fund land transport. It is frequently understood that the user-pay will imply sufficient revenue to sustain the road user, however this assumption is not entirely correct. In this paper the importance of roads to the economy is introduced which underscores the importance of an adequate and stable revenue source for road construction, maintenance and upgrade. The paper does emphasize that sufficient and adequate roads and hence funding is, however, not sufficient to support economic development. The paper defines and discuss the user-pay principle and the importance of charging road users efficient prices for road use. In transport, the term marginal social costs, sometimes also referred to as the principle of short run marginal social costs describes efficient road use prices. The paper discuss this concept as a road use charge. The technical difficulties of implementing marginal social cost is presented which are often the reason why alternative pricing regimes, such as average cost or long run marginal costs are adopted in practice. The paper concludes with a discussion on the way forward for South Africa.

Mestrado Bolonha em Gestão e Estratégia Industrial Os serviços portuários de movimentação da carga são uma mera componente de uma cadeia logística mais vasta, ligada ao transporte terrestre de um determinado local de origem até ao porto ou deste para um local de destino, recorrendo-se ao transporte rodoviário e ferroviário. Existe, assim, uma interligação e complementaridade entre modos de transporte, para que as mercadorias cheguem ao seu destino no tempo definido e com o menor custo possível. Os portos constituem a interface que assegura a ligação entre o transporte de mercadorias por via marítima e as restantes opções de transporte. Deste modo, a atividade portuária é um elo logístico numa cadeia de transporte, no qual é operada a transferência entre modos de transporte. A determinação das origens e destinos dos tráfegos terrestres de um porto é de extrema importância para a gestão dos serviços portuários, pois prestar serviços adequados ao seu hinterland pode ser considerada a função primordial do porto. O presente relatório pretende contextualizar a rede portuária na área de influência do Porto de Setúbal, analisando assim o seu hinterland através da realização de entrevistas e inquéritos a operadores logísticos, agentes e clientes do porto, de forma a identificar as origens e os destinos da carga, bem como as suas quantidades. Por último, é feita uma análise crítica e interpretativa do estágio, realçando algumas propostas futuras. Ainda que não tenha sido possível juntar tantos dados quanto desejado inicialmente, resultam deste estudo diversas conclusões que podem ter interesse para o Porto de Setúbal. Port cargo handling services are a mere component of a wider logistics chain, linked to land transport from a particular place of origin to the port or from it to a place of destination, using road and rail transport. There is thus an interconnection and complementarity between modes of transport, so that the goods arrive at their destination at the set time and at the lowest possible cost. Ports are the interface that ensures the lin between the transport of goods by sea and the other transport options. Therefore, port activity is a logistic link in a transport chain, in which the transfer between modes of transport is operated. The determination of the origins and destinations of land traffic of a port is extremely important for the management of port services, because providing adequate services to its hinterland can be considered the primary function of the port. This report intends to contextualize the port network in the area of influence of the Port of Setúbal, thus analyzing its hinterland through interviews and surveys of logistics operators, agents and customers of the port, in order to identify the origins and destinations of the cargo, as well as their quantities. Lastly, a critical and interpretative analysis of the internship is made, highlighting some future proposals. Although it was not possible to gather as many data as desired initially, several conclusions result from this study that may be of interest to the Port of Setúbal. info:eu-repo/semantics/publishedVersion

Rail freight transport is facing contradicting realities. Ambitious goals to stimulate this mode of land transport at the expense of the less sustainable and over congested road transport, are going hand in hand with a continuous decrease in usage and modal share statistics. As it is known that a lack of flexibility is holding back the development of this mode, this research wants to evaluate what could be the direct economic impact of rail freight transport in Belgium if these bottlenecks are resolved. By generating three economic indicators, evaluating the added value per unit of workforce, the added value per unit of production and the added value range for the incumbent rail freight operator, the productivity and efficiency of rail freight transport services in Belgium are evaluated and compared with the four main competitors. Results show that for all indicators a positive direct economic impact and an upward trend can be observed, although data collection proves to be challenging and historical data is inexistent or inconsistent due to the absence of joint cost allocation, which is clearly a point of attention for policymakers. Results also indicate that liberalization of the rail freight market is stimulating rail freight operators to improve their efficiency by rethinking their business.

Objective This study aimed to investigate the association of prior hearing loss with land transport accidents using a nationwide population-based dataset. Design A case-control study. Study sample Data for this study were obtained from Taiwan's National Health Insurance Dataset. We retrieved data on 2066 patients who had received a diagnosis of a land transport accident as cases. We used a propensity score-matched method to select 6198 controls. Results A Chi-squared test revealed that there was a significant difference in the prevalence of prior hearing loss between cases and controls (6.8% vs. 5.6%, p = 0.046). The odds ratio (OR) of prior hearing loss for cases was 1.128 (95% confidence interval [CI]: 1.003 ∼ 1.503) compared to controls. After adjusting for demographic variables and comorbidities, the OR of hearing loss for cases was 1.238 (95% CI: 1.008 ∼ 1.522) that of controls. Conclusions Our finding suggests that pre-existing hearing loss may be associated with land transport accidents among adults aged 50 years and older. Further study is needed to elucidate the mechanism(s) through which hearing loss may contribute to land transport accidents and examine how the use of hearing rehabilitation devices, for example, hearing aids impacts the observed associations.

Light-duty vehicles represent the land transport means with the most prominent impact on environment, society’s travel needs, and market dynamics. The evolution of different powertrains is analyzed herein mainly in terms of the raw materials sensitive to exploitation and the energy use in three stages: production, operation, and end of life. In this sense, this study proposes a methodology based on balancing the rapports between supply and demand in order to evaluate every powertrain’s market share by 2050. The results of this analysis are compared to the outputs of other models and frameworks that aim to assess the sustainable deployment of transport means. The results show that scenarios that propose a market share of 25% for battery electric vehicles are unlikely to happen by 2050 due to the disruptions of the lithium, cobalt, and nickel supply chains, while the ambitious target of 50% market share for battery electric vehicles is not possible by then. The main findings of this study refer to the role played by battery chemistry and storage capacity in determining the market penetration of various powertrains for light-duty vehicles under the specific constraints of the automotive sector related to energy and materials.