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Transport accessibility is an important part of the process of regional transport services analysing as well as construction and optimization of road or railway networks. It is used in both public and individual transport and has its place in optimizing routes or pedestrians and cyclists. Analyses of transport accessibility belong to popular studies using many accessibility metrics. Public transport accessibility differs from evaluation of individual transport mainly due to lack of available data. In general, four main groups of public transport accessibility metrics have been distinguished: access to transit stops, duration of public transit journey, access to destinations and frequencies of connections. Whether we use distance, travel time, spatial distribution of activities or other costs for accessibility, the main source for quantification and frequency analysis are human flows and public and individual transport connections. The paper addresses analysis of public transport accessibility using frequencies of public transport connections in selected time intervals. Both, bus and train connections between all municipalities in the Czech Republic are analysed using developed software TRAM. The frequency analysis for one-hour intervals reflects conditions of public transport accessibility in the Czech Republic and show significant differences of the level of accessibility during a day what can often limit possible commuting to work. The relationships between distances and number of connections are not equal through the country and demonstrate another aspect of regional differences in terms of the level of public transport services. Results of regional differences will be used for gravity modelling of spatial interactions between municipalities. Results are compared with outputs of the Slovak study of inter-urban relationships between towns and cities of Slovakia using public transportation [2] and selected other similar analyses. Transport accessibility modelling is used for further development in transport planning, decision making and space-time distribution of provided services. [ABSTRACT FROM AUTHOR]

This paper focuses on utilization of logistic chain model (train transportation system) as a source for data processing. The data are processed in a connected information system (EPCIS). RFID readers with antennas are placed in specified places of the rail yard model together with magnetic readers, together they monitor the movement of the trainset. The model represents rail yard in H0 scale. Each wagon of the trainset is equipped with both the sets of RFID tags and magnets. Readings are checked by magnetic sensors. Locations of magnetic readers can be changed. Configuration of antenna sets and their distances from tags (on wagons) can be changed too. Different configuration of data sources (RFID readers) can be investigated and compared to each other. Students can work with both physical and computer models. The data collected are processed by the local EPC information system or can be saved in a database for off-line processing. The EPC information system is integral part of the rail yard model. It is configured to perform common information tasks for preprocessing the data collected from RFID readers. The model enables simulation of defined failures, lost data can be rearranged and correcting algorithms can be tested and verified. Several configuration of data models are prepared for student lessons. Data from each model can be processed in different ways (using different algorithms). [ABSTRACT FROM AUTHOR]

The paper is focused on the analysis of dynamic effects of rail transport on the response of the railway base and embankment assuming the underground damping barriers. The dynamic analysis is based on numerical models using MIDAS GTS software. The paper presents the damping impact of two types of underground barriers (walls), which are located in different distance from dynamic load source and in material of barrier (concrete or gravel material). Contribution will present both the results of the maximum oscillation velocities and attenuation curves corresponding to the soil for assuming factors. In the end conclusions, focused on the qualitative and quantitative aspects of barriers impacts, have been formulated. The model analysis documented the positive effect of applied barrier resulted into the decrease of oscillation velocity. The higher effect was observed assuming concrete barrier -- the maximum oscillation velocity is reduced by 20 % comparing with the situation without barrier. [ABSTRACT FROM AUTHOR]