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[ES] El coche eléctrico está teniendo una cada vez mayor penetración en el parque automovilístico español debido a la concienciación sobre el cambio climático, la previsión de agotamiento de combustibles fósiles y el ahorro. En España existen varios puntos públicos de recarga de vehículos, la mayoría de bajo voltaje, hecho que obstaculiza el poder realizar trayectos largos entre ciudades con vehículos eléctricos. Esto provoca en los conductores de vehículos eléctricos el fenómeno llamado "range anxiety" a la hora de llevar a cabo un viaje interurbano. La mejor red de recarga de baterías de alto voltaje de automóviles existente en España es la construida por la empresa Tesla. Una de las investigaciones que se están realizando en este aspecto en los últimos años en el entorno urbano pretende diseñar una red de estaciones de recarga óptima para los usuarios en los municipios teniendo en cuenta información demográfica real de la población. Por medio de un sistema inteligente, implementado mediante un algoritmo genético, los investigadores han logrado generar un mapa de puntos de recarga que satisfaga las necesidades de los ciudadanos en cualquier entorno. El presente Trabajo de Fin de Grado tiene el propósito de diseñar y desarrollar un entorno de simulación para poner a prueba las redes de estaciones de recarga generadas por el algoritmo genético a nivel interurbano, analizando e interpretando de manera empírica su bondad. Adicionalmente, se realizarán experimentos para comparar los resultados de los anteriores con la red de estaciones de recarga de Tesla y con sendas distribuciones ficticias que se pueden obtener de manera aleatoria o matemática., [EN] The electric car is continually increasing its market penetration in the Spanish vehicle pool due to climate change awareness, the expectation of fossil resources depletion in the near future and money saving. There are many public charging stations in Spain, mostly low-powered. This fact impedes people to make longer trips between cities with their electric cars. It also develops the phenomenon known as ''range anxiety'' in users planning an interurban journey. The best existing electric supercharger network in Spain is the one built by Tesla. One of the developing investigations on this matter in the past few years pretends to design an optimal electric charging station network for citizens taking real demographic information into consideration. Using an intelligent system implemented via genetic algorithms, investigators have found a way to generate an electric charging station map that satisfies the needs of all citizens in any region. This Final Degree Project intends to design and develop a simulation environment to put the results of the genetic algorithm under proper testing conditions, performing an empiric analysis and interpretation. Additionally, more experiments will take place to compare these results with the ones regarding the Tesla charging station network and other fictitious station distributions, which can be mathematically or randomly obtained., [CA] El cotxe elèctric està tenint una millor penetració en el parc automovilístic espanyol, degut a la concienciació sobre el canvi climàtic, la previsió de l’esgotament de combustibles fòssils i l’estalvi. A Espanya, hi existeixen molts punts de recàrrega públics pels vehicles, la majoria de baix voltatge, fet que obstaculitza la possibilitat de realitzar trajectes llargs entre ciutats amb vehicles elèctrics. Açò provoca als conductors de vehicles elèctrics el fenòmen anomenat range anxiety a l’hora de dur a terme un viatge interurbà. La millor xarxa de recàrrega de bateries d’alt voltatge d’automòbils existent a Espanya es la construïda per l’empresa Tesla. Una de les investigacions que s’estan realitzant en aquest aspecte als últims anys a l’entorn urbà pretén dissenyar una xarxa d’estacions de recàrrega òptima pels usuaris als municipis tenint en compte informaciò demogràfica vertadera de la poblaciò. Per mitjà d’un sistema intel·ligent, implementat mitjançant un algorisme genètic, els investigadors han trobat una manera de generar un mapa de punts de recàrrega que satisfaga les necessitats dels ciutadans en qualsevol entorn. El present Treball de Fi de Grau té el propòsit de dissenyar i desenvolupar un entorn de simulació per posar a prova les xarxes d’estacions de recàrrega generades per l’algorisme genètic a nivell interurbà, analitzant i interpretant de manera empírica la seua bondat. Adicionalment, es realitzaran experiments per comparar els resultats dels anteriors amb la xarxa d’estacions de recàrrega de Tesla i altres distribucions fictícies que es poden obtindre de forma aleatòria o matemàtica.

The aim of this project is to justify the necessity of a specific airspace dedicated to drone operations, in particular in the Urban Air Mobility (UAM) field, and to expose which aspects are going to be the most limiting in the design of this airspace for autonomous aircrafts. The commercial aviation case is presented to demonstrate that an effective implementation of the UAM requires the creation of a dedicated airspace as well as international legal harmonisation: a mode of air transportation that carries out thousands of flights every day while ensuring high levels of safety at all times thanks to its defined rules and airspace structure. The different reasons why the aviation airspace cannot be escalated to the UAM are also exposed. Once the necessity for the UAM sector to have its own drone-designed airspace has been justified, the main barriers and potential solutions that the experts and corresponding authorities working on the sector have identified are exposed. These challenges come from fields as diverse as operational security, infrastructure and ground area protection, adverse weather conditions, technological and vehicle limitations, and a factor that is often overlooked but is crucial: social acceptance. The establishment of the UAM airspace will require the development and design of a ground infrastructure capable of ensuring that aircraft can takeoff and land safely in each operation. The main European vertiport guidelines are explained. To conclude the project and use the knowledge acquired in its elaboration, a use case in the UAM sector is briefly designed: the transport of VIPs by drone from different Catalan airports to the ¿Circuit de Montmeló¿ in punctual cases, such as when a Grand Prix is held.

Currently there are a lot of software for the management of transport process integration in the educational process which is slow. An alternative can be the application of narrow-purpose add-ons to ready-made software, which is also available for non-commercial use. This will reduce the cost of developing a training program, as well as increase the information content and assimilation of the task for students.

Transportation network vulnerability analysis has developed increasingly in the last decade with the goal to identify the most critical locations against incidences. In this domain, many of the previous researches have focused on congested urban networks; however, there is still a need to consider regional and interurban sparse rail networks, specifically those networks in developing countries. In such sparse rail networks, there are limited possibilities to redirect trains if a link is disrupted, there might be less possibility of finding redundant alternative routes, and network failures are usually accompanied by a phenomenon called ‘unsatisfied demand.’ The study reported in this paper stemmed from research aimed to design precautionary actions for a developing country's sparse railway system. Our study framework deemed to find the most vulnerable part of an inter-urban sparse rail network using a network scan approach, which found the consequences of network disruptions. A number of criteria were defined to determine the total cost including unsatisfied demand and additional transportation costs due to disruptions. The results showed that how well the process of the vulnerability analysis, considering the features of both supply and demand sides, can be a guide for railway authorities in applying system safety measures.

To study the problems and opportunities for implementation of high-speed railway (HSR) projects, as well as to confirm the potential demand for highspeed transportation services, the authors studied public opinion regarding three of the potential HSR lines as well as the experience of foreign countries in implementation of projected passenger traffic, financing of construction of high-speed main lines and assessing their impact on the general economic growth of regions.When conducting the study, the authors used the methods of a questionnaire sociological survey, analysis, comparison, induction.The main results of the study have shown that in development and implementation of expensive highspeed rail projects, it is of particular importance to identify the demand of passengers for high-speed transportation, the general attitude and readiness of the population of countries to use such main lines. The article has studied the dynamics of demand for passenger transportation by branded and non-branded trains on key directions, which made it possible to identify several of them as the most promising for development of high-speed lines. The sociological research carried out by the authors, using the method of questioning in social networks, made it possible to reveal the attitude of the country’s residents towards the most potentially promising for high-speed rail projects directions: Moscow–St. Petersburg, Moscow– Kazan and Moscow–Rostov-on-Don. According to the results of the survey, Russians have a positive attitude to development of high-speed railways in the country, most of the respondents intend to use them when it is necessary to make interurban trips, especially on Moscow–St. Petersburg route.The authors present the external economic effects and risks of development of high-speed railways in Russia. The effects comprise the growth of the population’s transport mobility. The potential risks of developing high-speed rail projects are associated with complexity of ensuring reliable operation of rolling stock and infrastructure of these main lines under difficult climatic conditions in Russia, as well as with high cost of travel for Russians, which negatively affects demand. To overcome the latter risk, it is important to form a positive image of projects by modelling public opinion.

El objetivo del presente informe es presentar el desarrollo del trabajo realizado durante la práctica empresarial en la compañía SIEMENS AG Colombia, específicamente en Yunex Traffic S.A en el departamento de ofertas y ventas. En el presente documento se pueden evidenciar, de forma detallada, las actividades ejecutadas y cada una de las funciones que permiten, como primera experiencia laboral, desarrollar las habilidades y conocimientos adquiridos a lo largo de la carrera de Negocios Internacionales en la Universidad Santo Tomás, sede Villavicencio. The objective of this report is to present the development of the work done during the business practice in the company SIEMENS AG Colombia, specifically in Yunex Traffic S.A. in the department of Offers and Sales. In it you can see the activities performed and each of the functions in detail that allow as a first work experience, develop the skills and knowledge acquired throughout the career of International Business in the University Santo Tomas at Villavicencio. Profesional en Negocios Internacionales http://www.ustavillavicencio.edu.co/home/index.php/unidades/extension-y-proyeccion/investigacion Pregrado

This article investigates the spatial patterns of interurban trade in capital market services by analysing 16,324 trade links involving advisers and clients in the Visegrád Four plus Austria and their counter-parties worldwide between 2000 and 2014. We aim to address a gap in the research on financial centres and interurban trade by providing empirical evidence on the relationship between the complexity of services and the size of market areas across which they are traded. We utilise recent contributions to Central Place Theory (CPT), which provide us with suitably general models of interurban trade applicable to financial services. The key proposition of CPT in this respect is that more complex services are traded across larger market areas, thus translating into a further spatial reach of service centres. Given that these propositions are derived at a very general level, we rely on global city theory for explaining the underlying causal mechanisms in the context of capital market services. Our analysis examines the geography of adviser–client trade links to investigate how spatial patterns of interurban trade in capital market services are shaped by the characteristics of the services traded. We uncover evidence that more complex and larger transactions are associated with higher distance between clients and financial services providers. This in turn means that more complex services are traded across larger market areas. While clients in Central and Eastern Europe can generally find suitable providers for less complex capital market services locally, they often rely on financial services providers globally for the most complex transactions.

To enhance the effectiveness of epidemic prevention (EP) in urban sustainability transformation, joint prevention and control mechanism should be established to prevent and control the COVID-19 epidemic. The interurban multi-agent EP strategy, as a key component of this mechanism, includes the spontaneous EP model, the superior leading EP model, and the collaborative EP model. In this study, firstly, the theoretical mechanism of the interurban multi-agent EP strategy was analyzed. Then, we proposed a three-party differential game model including factors such as the risk coefficient for the virus infection and EP experience teaching. Finally, prevention strategies, prevention efficiency, and prevention losses were compared under the three models based on theoretical analysis and numerical analysis. The results of this study are as follows. COVID-19 EP should be guided by a model of central government (CG) leadership, interurban collaboration, and social participation. The CG and urban governments (UGs) should comprehensively carry out COVID-19 EP from various aspects, including EP experience teaching, mass EP comfort, the utilization rate of EP funds, and the ability to implement strategies. During the course of the COVID-19 EP, when the CG and UGs transition from spontaneous EP model to a higher-level EP model, the UG's EP efforts will be enhanced. Under the collaborative EP model, the CG and UGs undergo the highest levels of EP effort. Compared with spontaneous EP model, the superior leading EP model can promote a Pareto improvement for all parties. From the perspective of total loss, the collaborative EP model is superior to the other two EP models. This study not only provides practical guidance for coordinating interurban relationships and enabling multi-agents to fully form joint forces, but also provides theoretical support for the establishment of an interurban joint EP mechanism under unified leadership.

Iskandar Malaysia (IM) is a 4749 km2 urban conurbation and development region located at the Malaysia–Singapore border. State-led development of this regional economic corridor has attracted inflows of foreign investments and spurred the rise of mid- to high-end urban developments by foreign developers. This has resulted in the emergence of an interurban migration industry consisting of intermediary entities that are co-developing and co-marketing ‘migration products’ (real estate, education and lifestyle migration) as an integrated package to middle-class, aspiring transnational investor/lifestyle migrants from the region. This article argues that this middlemen industry is crucial to the materialisation of urban speculation, for state actors and investor/lifestyle migrants alike. Through interurban alliances that capitalise on the broader state-led speculative urbanism landscape, the industry co-creates an imagined urban future that is grounded in transnational lifestyle mobilities. This article highlights the need to analyse speculative urbanism and transnational investment/lifestyle migration as intertwined processes.

El COVID-19 ha generado una crisis mundial inimaginable en diversos contextos. En la actualidad, la humanidad se encuentra en una situación de radical incertidumbre, ante las posibles repercusiones de la pandemia. No obstante, sus considerables impactos ya han sido notables en la economía, y las proyecciones en esta área, sugieren una recesión que podría prolongarse. En el ámbito geopolítico, destaca la fragilidad en algunos bloques de poder y el surgimiento de nuevos liderazgos, con tendencia hacia el multilateralismo basado en la cooperación, como nuevo instrumento del orden mundial; en el aspecto social, se advierte sobre los riesgos a la privacidad debido a la vigilancia digital. La sociedad avanza hacia un cambio de estructuras y sistemas establecidos, con un nuevo orden internacional interurbano donde las ciudades cobran protagonismo en un proceso de desglobalización, que demanda transformaciones desde el punto de vista urbano y arquitectónico hacia nuevos formas y estilos de convivencia colectiva.

Introduction. The article is devoted to the description of the shedule development particularities and a drivers’ work and rest schedule adjustment in an organized children carriage considering their age in an intercity connection. During the interurban transportation after first four hours and thirty minutes of uninterrupted driving, a special break for the rest is provided for drivers on the way lasting at least 45 minutes. This period can be divided into two or more parts, but the first part should last at least 15 minutes and the last one at least thirty minutes. At the same time children of different age groups perceive long distant travels variously due to their physiological development. The restriction of physical activity during a long time may have a negative impact on children’s physical and mental state. Children may have some problems with behavior control during long distant travels, it may lead to a travel rules violation, they remove their seat belts, start to walk around the bus, etc. The dependencies of the covered distance and time on a children’s age were identified based on the study results of the intercity children carriage process. The findings may be applied in a bus route timetables development, a drivers’ work and rest schedule adjustment during an organized children carriage in an intercity connection and also when planning transport infrastructure objects along popular tourist routes or frequently used transportation directions for students.The purpose of article is the description of a traffic schedule particularities development and a drivers’ work and rest schedule adjustment in an organized children carriage considering their age in an intercity connection. The scientific novelty lies in methodology used for a drivers’ work and rest schedule adjustment which depends on a distance and travel time in an organized children carriage by buses in an intercity connection and on the age of the carried children.Materials and techniques. While writing the article the methods of a passengers carriage theory, a statistical and systematic analysis, a transport process theory and also some other scientific methods and techniques were used.Results. The results have advisory nature and are proposed for use in a drivers’ work and rest schedule adjustment in an organized children carriage considering their age in an intercity connection.Discussion and conclusion. For the carriage of different aged children the scheme of traffic according to a children age group should be chosen. 4 age groups of children each of which correspond to a certain traffic and rest time on the way were identified during the study.

As new shared mobility services emerge there is an increasing need for better understanding of the role and potential markets of these services which would result in viable business models. The cur...

U-turns are widely used both on interurban highways and in urban streets. Estimation procedure regarding their traffic capacity was developed over 40 years ago. The calculated parameter values obtained were not specified for several decades. Therefore, we studied the operation of U-turns in order to specify calculation methods. The article considers such characteristics of the major and minor traffic flows as headways and lags. It presents research results as to the traffic volume influence on headways’ distribution and critical headway values in cases of U-turn facilities with the acceleration merging lane. We obtained a dependence connecting Erlang coefficient with traffic volume and a relationship characterizing the influence of traffic volume on critical headway values. We also established that minimal lags accepted by minor traffic flow drivers do not depend on traffic volume.

This paper is devoted to the quantitative description of the spatial distribution of passenger traffic based on the classical gravity model on the example of interurban bus service between Yekaterinburg and other cities of the Sverdlovsk region. The influence of factors such as population, distance between localities, and ticket price on the volume of passenger traffic was studied. As a result of the correlation and regression analysis, it was found that both the distance between localities and the ticket price can be used as a measure of the remoteness of localities. However, the quality of the resulting regression model does not change. The spatial distribution of interurban bus passenger traffic depends on the measure of distance of localities from each other and the size of their population. Moreover, the size of the population is a much more significant factor than the measure of distance. From a practical point of view, this means that when predicting passenger traffic, demographic factors must first be taken into account.

The main peculiarities of transport network functioning and structure are the result of reciprocal influence of the network and its service area. Namely, current transport needs of the area are the key factor, affecting any specific decision on creating a new network element. However, transport needs of the area significantly changes in the course of time and certain management decisions are poorly coordinated and made in conditions of incomplete information on future network state. Therefore, transport networks have a variety of features of natural objects and their development can be regarded as a result of implementation of some in-ner consistent patterns and mechanisms. The models of natural development of transport networks influenced by various external and internal factors are dealt with in the article. An approach to modelling of natural development of a transport network based on information on spatial location of its peaks is suggested. As an illustration of potentiality of the given approach Sverdlovsk region network of vehicular roads is used. A measure which indicates morphological similarity of the networks is introduced. The models of Sverdlovsk region vehicular road network are built for different representations of function, which characterize the extent of remoteness of one peak to the pair to other peaks. The generating network model which is sufficiently close to a real network is obtained. It is demonstrated that many fundamental features of a real network are the result of location of its peaks and for their explanation there is no need in additional social-economic and demographic information.

Prints depicting disasters were produced to create visible and explicit markers of memorable events. In this essay, a print with an allegory of a fire in Amsterdam’s Schouwburg theatre is used to i...

Urban road networks in many countries are harshly congested, resulting in increased travel times, increased number of stops, unexpected delays, greater travel costs, inconvenience to drivers and passengers, increased air pollution and noise level, and increased number of traffic accidents. Increasing traffic network capacities by building more roads is very costly, as well as environmentally destructive. Traffic congestion has also been a problem at numerous airports all over the world. Traffic engineers and planners are trying to use the existing transportation infrastructure optimally, as well as attempting to create efficient transportation systems. These goals could be achieved primarily by developing and implementing a variety of traffic control measures, methods, and strategies. The road traffic control regulates and manages traffic flows in urban streets, and suburban and interurban roads and highways. The air traffic control (ATC) system regulates movement of commercial airline aircraft between their origin and destination airports and at these airports themselves. The rail traffic control regulates movement of passenger and freight trains between their origin and destination stations. This chapter describes the main components and principles of operations of the road, rail, and ATC system.

Public transportation is a shared transportation service, and includes urban public transit and intercity public transportation. The main transportation modes in urban public transit are buses, trams, trolleybuses, trains, and metro. Ferries also appear in some cities in the world as an urban transportation mode. Airlines, buses, intercity rail, and, in some countries, high-speed rail are the transportation modes that appear in intercity public transportation. Some of the biggest transit operators in the world operate a few thousand buses and serve a few hundred bus routes. They employ thousands of drivers. The world's largest airline serves approximately 100 airports in 41 countries with a fleet of nearly 700 aircraft. This chapter considers planning and operations in public transportation systems and includes public transportation network design, service frequencies determination, vehicle and crew scheduling, disruption management, and revenue management problems. The chapter deals with urban public transit systems, interurban road transport systems, and air transportation.

Drawing on the ‘buzz-and-pipeline’ framework, this paper examines the impact of intra- and interregional collaboration linkages on the innovation capacity of cities, as evidenced by the co-publication networks existing among 217 Chinese cities located in 20 city-regions. The results show that (1) intra- and interregional linkages have an inverted ‘U’-shaped and positive relationship with innovation capacity, respectively; (2) the positive effects of intra- and interregional linkages on urban innovation can be enhanced when combined with triadic closure and structural holes, respectively; and (3) there exists a complementary relation between intra- and interregional linkages in facilitating cities’ innovation capacity.

The combined use of the bicycle and the train in the Netherlands has risen steadily over the past decade. However, little is yet known about the underlying processes driving the growth of bike–train use in the Netherlands. Are new bike–train trips replacing car trips, or are they primarily an extension of existing train travel and cycling practices? The present study investigates this question by exploring the main trajectories of bike–train uptake in the Randstad area. Following a mobility biographies approach, our study seeks to identify the triggers or “key events” which lead to the uptake of bike–train use, and explores their relationship with existing travel behaviour. To this end, we carried out an online survey aimed at people who started commuting regularly by bike–train. Our results show that trajectories of uptake are varied, with a similar proportion of respondents starting to commute by bike–train in order to replace cycling, driving and public transport. While in some cases people shifted to bike–train on their existing commuting trip, most respondents started travelling by bike–train following a change in work or residential location. Overall, our findings suggest that most people do not start commuting by bike–train out of particular preference, but merely because they consider it provides the best available option. Nevertheless, the large proportion of respondents with access to a car suggests that the bike–train system is able to provide an attractive alternative to car-based interurban mobility.

Inland navigation is hardly ever used to transport cargo in cities. In most urban areas, it is performed almost exclusively via road transport, with the virtual exclusion of rail and inland transport. Research and implementation projects in several European cities have shown that employing inland navigation is a viable alternative for road transport in urban areas. The research involved a case study of transporting the same number of 40-foot containers by inland waterway and road and then comparing the results in terms of transport time, transport costs, and carbon dioxide emissions between two metropolitan areas in Poland. The article shows that River Information Services (RIS) system can contribute to improving freight transport efficiency not only on longer routes, but also in urban and inter-urban conditions. The findings were that inland shipping is much cheaper and more environmentally friendly, but transport takes much longer and is not always possible due to insufficient waterway infrastructure. The paper can be used as a road map to proceed with new approach to planning urban and inter-urban logistics, with the use of inland navigation supported by the RIS system. The study delivers evidence that the main benefits of using RIS for urban logistics are: optimization of the cargo route, improved supervision and control of cargo transport, optimization of inter-branch transport, optimization of the use of fleet, more efficient use of technical infrastructure of waterways, combination of many recipients/senders into one transport, and reduction of administrative barriers.

The energy management in urban and interurban lighting is currently, mainly, based on a centralised or clustered model. The control is mainly based on the level of brightness needed to circulate, without taking into account the presence or not of pedestrians or vehicles. This thesis proposes to review the solutions implemented and to use the Industry 4.0 paradigm as a basis for the design of a highly distributed architecture that efficiently controls the lighting of the roads of urban environments, and is extensible to interurban environments. As results it is expected to be able to verify the hypothesis of, how the distribution of the intelligence at the level of control node, together with the communication between nearby control nodes, allows to optimise the consumption in front of the current solutions.

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior The supply chain is broad and includes actions that must serve customers quickly, safely and cost . However , the lack of planning to meet these actions causes a lot of quality in service delivery is compromised , which leads to dissatisfaction for the end consumer. One of the biggest impacts on the speed of deliveries by delivery vehicles is the provision of loading into the trunk , ie , how much easier is access to goods , the faster delivery and, thus , more customers can be served in the same time; which will certainly lead to greater vehicle productivity in number of deliveries per day . This work shows the two main models used in vehicle loading attacked distributors and their impact on delivery time and , as a consequence , the speed to serve customers . A technique for the study of linear two charging models for a company of urban and interurban freight distribution with data from 2006 schedule was used . The results indicate that the loading model with separation of cargoes city is more productive than the most commonly used model , without any kind of separation . It is hoped that this work will assist distribution companies in the speed of customer service and improving the service level of the supply chain . A cadeia de suprimentos é ampla e envolve ações que devem atender os clientes com rapidez, segurança e baixo custo. Porém, a falta de planejamento para cumprir com essas ações faz com que muito da qualidade na prestação do serviço seja comprometida, o que gera insatisfação para o consumidor final. Um dos maiores impactos na rapidez das entregas por veículos de distribuição é a disposição do carregamento dentro do baú, ou seja, quanto mais fácil for o acesso às mercadorias, mais rápido será a entrega e, com isso, mais clientes poderão ser atendidos no mesmo período de tempo; o que certamente implicará em uma maior produtividade do veículo em número de entregas por dia. Este trabalho mostra os dois principais modelos de carregamento de veículos utilizados em atacados distribuidores e seus impactos no tempo de entrega e, como consequência, a rapidez em atender os clientes. Foi utilizada uma técnica de programação linear para o estudo de dois modelos de carregamento para uma empresa de distribuição urbana e interurbana de mercadorias com dados do ano de 2006. Os resultados encontrados indicam que o modelo de carregamento com separação por cidade das cargas é mais produtivo que o modelo mais comumente usado, sem qualquer tipo de separação. Espera-se que este trabalho auxilie as empresas distribuidoras na rapidez de atendimento aos clientes e na melhoria a do nível de serviço da cadeia de suprimentos. Mestre em Engenharia Civil

The article discusses the issue of innovation activities of companies in railway transport in Poland in the context of the development of tourism. Transport infrastructure and organization, along with economic, social, ecological and political factors, are the basic stimulators for the development of tourism. In literature on the subject, this problem is rarely discussed. This article is of a review and research nature. The aim of it is to consider the condition of innovativeness of railway transport companies in Poland in the context of its role in the development of tourism in Poland. To attain the goals of this research, a critical analysis of literature on the subject and desk research have been carried out, the latter drawing on the unpublished data of Statistics Poland, referring to Polish companies from section Transportation and storage, class Passenger rail transport, interurban (according to NACE rev.2). The data derive from the three latest editions of the Community Innovation Survey (CIS). In the article, there was used data concerning: innovation activity, types of innovation, co-operation during innovative activity, importance of the source of information for innovation activity, importance of the reasons and barriers to not innovate. The data analysis reveals a rather low level of innovativeness of railway transport companies in Poland. In the authors’ opinion, this state of affairs is connected with historical and political factors: the structure and failed reforms in this sector and granting development priority to other branches of transport during the structural transformation in Poland.

The use of interurban and urban trains has become the preferred choice for millions of daily commuters around the world. Despite the huge public investment for train technology and mayor rail infrastructure (e.g., tunnels), train safety is still a subject of concern. The work described herein reviews the state of the art on research related to critical velocity and backlayering conditions in tunnel fires. The review on backlayering conditions includes the effect of blockages, inclination, and the location of the fire source. The review herein focuses on experimental and theoretical research, although it excludes research studies using numerical modeling. Many studies have used scaled tunnel structures for experimental testing; nevertheless, there are various scaling challenges associated with these studies. For example, very little work has been done on flame length, fire source location, and the effect of more than one blockage, and how results on scaled experiments represent the behaviour at real-scale. The review sheds light on the current hazards associated with fires in rail tunnels.

The location pattern of different commercial stores in Shichahai, a historic conservation area in Beijing, was investigated from a street centrality perspective. Many previous studies have investigated the relationship between street centrality and land use patterns or commercial activities at interurban or intraurban scales. We considered Shichahai in this study to determine if street centrality applied at the street scale and if the street network was the only factor influencing the selection of store location. First, the nearest neighbor index, nearest neighbor hierarchical spatial cluster (NNHSC), and kernel density estimation (KDE) methods were used to provide baseline spatial distributions of commercial stores. Second, urban network analysis (UNA) tools were used to measure the street centrality indices under two conditions, with and without the weighting of cultural relics calculated by a principal component analysis (PCA). Finally, both store locations and centrality values at nodes were transformed to one unit (raster pixel) for a correlation analysis. The results showed that three of the four store types were clustered and had their own hotspots that were mostly located in the eastern and central parts of city blocks. The most momentous findings were determined from the street centrality indices. Among the three store types with correlation coefficients above 0.5, all centrality indices with landmark weighting, except straightness, had higher correlations, with closeness with landmark weighting having the highest correlation, followed by betweenness with landmark weighting. Therefore, we statistically concluded that street centrality could apply at the street scale and that the street network was not the only factor that influenced store location pattern, with landmarks also playing a significant role. The results provide guidance in determining the selection strategy for stores in a historic conservation area.

El objetivo del artículo es presentar una propuesta de reestructuración del sistema de transporte interurbano de viajeros por carretera en Aragón, a partir del diagnóstico previo. Para ello se recurre a diversas fuentes de información y se utilizan técnicas de análisis espacial. Se constata la dificultad de prestar un servicio de transporte de calidad en regiones de baja densidad demográfica y dispersión del poblamiento y se identifican las ineficiencias del actual sistema de concesiones lineales. Se propone un nuevo sistema de concesiones zonales, que permite mayor coordinación e integra transporte regular y escolar. La propuesta se valora económicamente y se contrasta con los planes de la administración regional.

The market for intercity travel has received much less attention than those for local travel. It is more diverse and complex, ranging from travel between two adjacent cities to that between major conurbations hundreds of kilometres apart. Journeys are typically made less frequently than the regular trips that dominate urban travel markets and are more likely to involve multimodal trips. Historically, the markets for interurban travel were highly regulated. The growth of intercity highway networks, the deregulation of airlines and coach services and the liberalisation of the market for rail services has changed the pattern of provision and competition. This has come alongside social change that has increased mobility. This chapter explores the extent of changes in interurban travel markets by road, rail and air over recent decades and how regulation and competition have dealt with these changes in a range of countries, including the United States, United Kingdom and other European countries. Priorities for future research on this topic are identified.

Anthropogenic land use is one of the biggest drivers of global change. Population growth and economic development have driven urbanisation and agricultural expansion across the globe, with widespread negative consequences on the natural environment. Anthropogenic land consumption continues to degrade and destroy natural habitats and to fragment remaining wild areas. Increasingly intense land management practices affect ecosystems, degrade soils and change landscapes. The widespread loss of biological diversity puts vital ecosystem services at risk that humans��� livelihoods depend on. Global environmental trends, especially climate change, are expected to exacerbate these negative trends.Luxembourg, the smallest continental country in the EU, is leading among European countries with the highest degree of degraded and artificialised lands and has seen its biodiversity decline for decades. In 2021, the government put into effect a spatial planning instrument that grants protection against land take for the ���interurban green zone��� (ZVI), a 15000 m2 zone in the South-West of the country that is threatened by urbanisation.This thesis provides an overview of the most important land use sectors in the ZVI (urbanisation, agriculture and biodiversity conservation) and highlights in detail the drivers and trends of biodiversity and land use in this region. This is complemented by a review of the relevant legislation and policy instruments pertaining to land use, biodiversity and spatial planning. Finally, drawing from two expert interviews in the areas of biodiversity conservation and spatial planning, long-term visions of sustainable land use in the ZVI are described, including the restoration of biodiversity, the safeguard of food security, societal resilience and the co-benefits stemming from sustainable land use in the ZVI. Then, possible instruments in the different sectors of urbanisation, agriculture and biodiversity conservation to achieve these visions are discussed, including an assessment of the legal policy framework concerning its fitness to guide sustainable land use and the achievability of political and legal targets.

Shared automated vehicles (SAV) are expected to become part of on-demand transport systems in the future. In an interurban context, SAV systems may potentially contribute to significantly improve the availability and quality of public transport. In this paper, we propose a flow-based integer programming approach to design and assess the financial viability of a SAV interurban system. An integer programming model, based on profit maximization and allowing vehicle pooling, was developed to optimize the fleet size and vehicle movements of a typical working day. This model and its optimal results were the basis for assessing the financial viability of an interurban transport network in the central area of Portugal. Different levels of demand were tested and three different fleet compositions were considered: cars, minibuses, and a mixed fleet of both. The results showed that a mixed fleet of vehicles is the best option for profit maximization. The optimal share of each vehicle type, in this fleet composition, asymptotically converges to approximately 1/3 of cars and 2/3 of minibuses, as demand increases. The introduction of a SAV system in such a region for interurban trips can replace up to 18 private vehicles per SAV vehicle, and should be done with sequential expansions to guarantee a profit at the different stages. The break-even point, for the conditions of the case study, is between 1.5 and 2 passengers per vehicle, for a fleet of cars, and between 4 and 5 passengers per vehicle, for a fleet of minibuses.

As opposed to authors who strive to justify the right of access to public passenger transport services of citizens predominantly on the principles of justice deriving from social ethics, the authors of this article justify the right of such access on the human rights to mobility and equality before the law, as the rights based on international legal acts, whereas the principles of fairness are used to upgrade the human right to equality and prohibition of discrimination. Based on the rights to mobility and equality before the law, the authors justify an obligation of democratic states to introduce a law to provide for people an adequate access to public passenger transport services at the interurban and urban level. The theoretical findings established herein will serve as a basis to evaluate legal regulations in the selected states (the Republic of Slovenia and the Republic of Croatia), and create proposals to change the same.

The ongoing increase of bicycle traffic in urban areas forces transport authorities to reconsider the space allocation for different transport modes. Transport policies favor the introduction of high-quality bicycle infrastructure along urban corridors to improve the traffic quality and safety for bicyclists but more importantly to increase the attractiveness of bicycling and over vehicular modes. Especially in urban areas with an already established high and steadily increasing share of bicyclists, the introduction of bicycle highways is considered to further alleviate saturated interurban public transport and motor vehicle connections and increase the average traveled distance by non-motorized modes. Due to the expensive implementation costs and the space restrictions in already built-up urban environments, there should be an extensive planning phase for defining the expected changes in traffic efficiency and safety. However, the effects of urban bicycle highways on traffic performance metrics of bicyclists as well as other road users are not thoroughly studied. This paper aims to quantify and assess the potential effects of urban bicycle highway on road users. The study considers a possible inner-city pilot route in the city of Munich, where the present bicycle infrastructure is planned to be upgraded to a bicycle highway. A simulation model is designed using traffic data from field observations and future estimates for the traffic composition. Through microscopic traffic simulation, the potential effects of the introduced infrastructure on road users are determined for different study scenarios. Results show that traffic quality thresholds for bicycle highways, as defined in official guidelines, can only be fulfilled through the implementation of special bicycle traffic control measures such as bicycle coordination or bicycle passage time extension. Finally, unidirectional bicycle highways together with bicycle passage time extension provided the best overall traffic performance for bicycle traffic and motor vehicle traffic.

Autonomous vehicles (AVs) can generate major changes in urban systems due to their ability to use road infrastructures more efficiently and shorten trip times. However, there is great uncertainty about these effects and about whether the use of these vehicles will continue to be private, in continuity with the current paradigm, or whether they will become shared (carsharing/ridesharing). In order to try to shed light on these matters, the use of a scenario-based methodology and the evaluation of the scenarios using a land use?transport interaction model (LUTI model TRANSPACE) is proposed. This model allows simulating the impacts that changes in the transport system can generate on the location of households and companies oriented to local demand and accessibility conditions. The obtained results allow us to state that, if AVs would generate a significant increase in the capacity of urban and interurban road infrastructures, the impacts on mobility and on the location of activities could be positive, with a decrease in the distances traveled, trip times, and no evidence of significant urban sprawl processes. However, if these increases in capacity are accompanied by a large augment in the demand for shared journeys by new users (young, elderly) or empty journeys, the positive effects could disappear. Thus, this scenario would imply an increase in trip times, reduced accessibilities, and longer average distances traveled, all of which could cause the unwanted effect of expelling activities from the consolidated urban center This work is based on two research projects—“InnovAtive Urban and Transport planning tOols for the implemeNtation of new mObility systeMs based On aUtonomouS driving” – AUTONOMOUS, 2020–2023, funded by the Spanish Ministry of Science and Innovation/ERDF (EU)-State Programme for Knowledge Generation and Scientific and Technological Strengthening of the R&D&i System (PID2019-110355RB-I00); and “Autonomous share mobility for tomorrow’s liveable cities” – MOVI-CITY, 2019–2020, resulting from a Call of the University of Cantabria and funded by the Department of Universities and Research, Environment, and Social Policy of the Government of Cantabria (Spain).

Hochadel, Oliver. "Going East: Gustave Loisel and the Networks of Exchange Between Zoological Gardens Before 1914". En: Gantner, Eszter; Hein-Kircher, Heidi & Hochadel, Oliver (eds.). Interurban Knowledge Exchange in Southern and Eastern Europe, 1870–1950. New York: Taylor & Francis, 2020. ISBN 978-0-367-33329-4.

[ES] Dada la importancia de internet en la sociedad actual, es importante para una población contar una red de fibra óptica que sea capaz de abastecer las necesidades de sus vecinos y empresas. Por ello, este proyecto plantea el reto de establecer una red de fibra óptica FTTH entre distintas localidades de la comarca de La Safor a partir de un único centro de procesado de datos situado en la localidad de Potríes.., [EN] Given the importance of the Internet in today's society, it is important for a population to have a fiber optic network that is able to meet the needs of its neighbors and businesses. Therefore, this project poses the challenge of establishing an FTTH fiber optic network between different locations in the region of La Safor from a single data processing center located in the town of Potríes.

This paper explores the effect of competition on prices and frequencies for the Interurban rail market in Europe. Intramodal competition is assessed by the Herfindahl-Hirschman Index (HHI). Intermodal competition takes into account new types of service such as coach and carpooling services. The originality of the analysis stems from the method and database used. The results show that intra-modal competition has a significant impact on frequencies but not on economy class prices because of oligopolistic organizations (duopoly). In addition, the effects of intermodal competition are limited mainly because of considerable differences between services in terms of travel time, comfort and users' preferences.

ispartof: ENVIRONMENT AND PLANNING A-ECONOMY AND SPACE vol:53 issue:1 pages:6-8 status: published

Providing a sustainable public transport service for areas with several small villages or hamlets is a challenge for the whole of Europe. To serve &lsquo, dead-end villages&rsquo, vehicles must make a to-and-fro detour to each village, which requires considerable performance from the operator, and the service must also be ordered from the responsible bodies. The number of inhabitants in rural areas is constantly decreasing, and the remaining residents are aging. This process is due to the fact that economically active people in the country tend to move into towns offering jobs and public institutions instead of commuting to work. The performance requirement of serving low transport demand areas like &lsquo, is high, while the number of passengers is very low. Furthermore, passengers are economically less active, and thus their transport must largely be subsidized. The present study hypothesizes that replacing traditional public transport with demand responsive transport (DRT) can make the service of rural areas with less public transport service and low demand sustainable. To prove this hypothesis, a generally applicable, innovative method of analysis based on performance&ndash, allocation is introduced, and the application of this method is illustrated by a case study conducted in northeastern Hungary. The number of &lsquo, is high in the surveyed area, consequently, the results are impressive. The mathematical model applied here uses several parameters (e.g., population, traffic surveys, trip distance, operational costs), thus the analysis is highly complex.