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Formulation of the problem. The feasibility of the study is explained by the need for a clear understanding of socio-economic realities and problems of the occupied territories that arose on the eve of full-scale Russian aggression. This will contribute to the reconstruction and further development of the territory in the post-war period, taking into account the previous problems. The purpose of the article is to identify the state and spatial differences in the level of automobile transport accessibility of the territory of Zaporizhzhia region after the reform of the administrative-territorial system and on the eve of the Russian military aggression. Methods. The study used the topological methods of calculating the level of road transport accessibility of the region and its administrative districts, the comparative analysis of assessment results, and the methods of district typification according to the configuration of road networks. Results. The analysis of graphs and matrix of the shortest distances of the transport networks of Zaporizhzhia Region and its administrative districts as of 2021 was presented. It was revealed that the transport networks of Zaporizhzhia, Melitopol, and Pologiv districts belong to the monocentric radial type, while those of Berdiansk and Vasylivka districts have a cyclical appearance. Based on the calculations, an assessment and comparative analysis of the level of road transport accessibility of administrative units of the Zaporizhzhia region was carried out using topological methods with the determination of the following indicators: absolute accessibility index, Koenig number, Bavelash index, Beauchamp index and indicators of network connectivity (α-, β-, γ -indexes). The analysis of the graph of the transport and geographical position of district centers of the Zaporizhzhia region in terms of absolute and relative indicators testifies to a sufficiently rational configuration and connectivity of the road transport network. The best position in terms of accessibility on the territory of the region is occupied by the regional center of the city of Vasylivka. According to these indicators, the regional center occupies an intermediate position. The connectivity of community centers in the district transport networks of the region varies from low to medium level. The best indicators of connectivity are typical for Berdiansk district with a cyclic network configuration. The ways of improving the road transport accessibility of the territory of the administrative districts of the Zaporizhia region were proposed; they involve the improvement of the configuration of district transport networks and reconstruction of roads. Scientific novelty and practical significance. The assessments of the level of transport accessibility of new administrative districts of Zaporizhzhia region, by the topological methods, were determined; the ways of improving transport accessibility of administrative districts of the region in the post-war period were proposed. The obtained data can be used to optimize the territorial management of the region, to forecast its further development, to develop strategies for socio-economic development.

This article examines how the socio-economic conditions in Bukovyna influenced the formation and development of the railway network in the region. It explores whether these processes aligned with the global trends of the time. Based on the analysis of scientific literature, memoirs, and archival materials, it was found that the topic of the formation and functioning of the railway network in Bukovyna had not been systematically studied. It was revealed that the Austrian authorities, by turning Bukovyna into an internal colony of the Habsburg Empire, kept the region in the position of a raw material appendage and a market for the industry of the empire's central provinces. The tariff, customs, credit, and tax systems introduced by the imperial government supported this process, acting in the interests of Austro-Hungarian capital. The development of the railway network was aimed at ensuring the economic interests of the empire, which affected the socio-economic development of Bukovyna. In particular, the construction of railways improved the transport infrastructure, leading to increased trade and higher volumes of raw material and goods transportation. However, this development had a dual nature. On one hand, it promoted economic growth and modernization of the region, but on the other hand, it intensified Bukovyna's dependence on the central provinces of the empire, limiting its economic autonomy and the development of local industry. The article also analyzes the impact of railway construction on the social aspects of life in Bukovyna. The railway became an important factor in migration, contributing to urbanization and the growth of the working class. However, at the same time, social tensions increased due to the unequal distribution of economic benefits and the intensification of local population exploitation. The conclusions of the article emphasize the need for further research to fully understand the impact of railway development on Bukovyna in the context of the Austro-Hungarian Empire and to compare these processes with similar developments in other parts of the world.

The transportation network is the most important component of an urban infrastructure. The efficiency of a region’s transportation system can be understood by the effectiveness of its transport network arrangement. The current study employs Geographical Information Systems (GIS) to assess the structure of a transport network in various clusters of the Hyderabad Metropolitan Area (HMA). The study focuses on a thorough assessment of the transport (or) road network structure in terms of various criteria such as connectivity, accessibility, maturity, and development. The study also categorizes each Transport Network Structural Evaluation Criteria (TNSEC) level as “very low, low, medium, high, or very high”. The goal of this research is to create a Road Network Structural Performance Index (RNSPI), which is usually used to measure the efficiency of a study area’s transportation network structure. The study’s findings serve as a foundation for city transportation planners to put efforts in the planning to enhance network facilities in the study region. The study also investigates the utility of Arc GIS software in assessing the structure of an urban transport network.

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The main objective of this work is to present a comprehensive and integrated methodology to enhance the resilience of transportation critical infrastructure (TCI), focusing on the interplay between geotechnical assets and the transport network. Societies are greatly dependent on transport infrastructure systems, and as the mobility of passengers and the transport of freight is continuously growing, a disruption due to natural or man-made hazards creates significant impacts and dysfunctionalities on their operation and necessitates response measures to minimize vulnerability and ensure continuous functionality and robustness through resilience. Therefore, resilience quantification allows the design of ad hoc operation action plans before, during, and after a disruption, considering the dynamics of societal, ecological, and technological (SET) environments. The current work focuses on resilience quantification methodologies for TCIs and on the influence of single geotechnical asset (i.e., slope failure) resilience capacity on the overall system (i.e., national road network) resilience. Two case studies of unexpected transport network disruptions that took place in Greece are presented, and resilience metrics and performance indicators are applied to quantify the influence of the recovery stage. [ABSTRACT FROM AUTHOR]

This paper proposes a cost-efficient solution for the routing network associated with the management of supplier-customer distribution systems. The main objective is to determine the minimum cost path in a transportation network affected by various incidents, either critical and/or non-critical. Based on the supplier and customer demands and the evaluated transport costs, the corresponding solution was computed by using Dijkstra’s algorithm. The novelty of the proposed solution lies in the possibility to continuously adjust transport costs per road segments, even eliminate some road segments, and to re-generate a new optimal solution in real time. [ABSTRACT FROM AUTHOR]

Designing reasonable commercial transportation space is of great significance to enhancing the overall value of commerce. This study takes the classic cases of three typical plans of commercial wholesale centres (CWCs) as the research object, uses space syntax to analyse the connectivity of the architecture of the traffic space, simulates the current situation of the pedestrian flow distribution through ArcGIS, and constructs a multiple regression model for the association between connectivity and pedestrian flow distribution. The results of this study show that for CWCs with a single business type and a focus on traffic efficiency, the distribution of the pedestrian flow is most affected by the main entrance and the vertical traffic distribution. For different types of planes, when the commercial traffic space has strong symmetry, its group relationship is more concise. While a uniform form is more conducive to achieving a balanced distribution of commercial traffic, the asymmetry of the plan layout helps to establish a psycho-spatial map for the visitors. In addition, the commercial value of the first floor is greatly influenced by the layout of the building entrance, and the commercial value of the second floor is greatly influenced by the location of the vertical transportation. In conclusion, when commercial building development planning is in the stage of traffic flow design, the use of space connectivity traffic data can assist in the selection of construction plans and predict the distribution of the economic value in CWCs. [ABSTRACT FROM AUTHOR]

Currently, the problem of military transport in the European area is being debated by the leaders of security-generating organizations. The Trans-European Transport Network, although developed for transporting civilian goods and personnel, can be a solution for moving military troops, equipment, and materials in Europe. This article aims to highlight the extent to which the existing corridors on the trans-European transport network correspond to the military transport network and the solutions that could simplify the process of civil-military use of the already existing network. At the same time, the authors intend to correlate the existing elements with those necessary to ensure military mobility in the European area, through the methods of documentary and comparative analysis.

The main objective of this work is to present a comprehensive and integrated methodology to enhance the resilience of transportation critical infrastructure (TCI), focusing on the interplay between geotechnical assets and the transport network. Societies are greatly dependent on transport infrastructure systems, and as the mobility of passengers and the transport of freight is continuously growing, a disruption due to natural or man-made hazards creates significant impacts and dysfunctionalities on their operation and necessitates response measures to minimize vulnerability and ensure continuous functionality and robustness through resilience. Therefore, resilience quantification allows the design of ad hoc operation action plans before, during, and after a disruption, considering the dynamics of societal, ecological, and technological (SET) environments. The current work focuses on resilience quantification methodologies for TCIs and on the influence of single geotechnical asset (i.e., slope failure) resilience capacity on the overall system (i.e., national road network) resilience. Two case studies of unexpected transport network disruptions that took place in Greece are presented, and resilience metrics and performance indicators are applied to quantify the influence of the recovery stage.

Early detection of hitchhiking pests requires the identification of strategic introduction points via transport. We propose a framework for achieving this in Europe using the Japanese beetle (Popillia japonica) as a case study. Human-mediated spread has been responsible for its introduction into several continents over the last century, including a recent introduction in continental Europe, where it is now listed as a priority pest. Furthermore, recent interceptions far from the infested area confirm the risk of unintentional transport within continental Europe. Here, we analysed how three modes of transport - air, rail and road - connect the infested area to the rest of Europe. We ranked all European regions from most to least reachable from the infested area. We identified border regions and distant major cities that are readily reachable and observed differences between modes. We propose a composite reachability index combining the three transport modes, which provides a valuable tool for designing a continental surveillance strategy and prioritising highly reachable regions, as demonstrated by recent interceptions. [ABSTRACT FROM AUTHOR]

The sustainability of large economies is one of the most important challenges in today's world. As the world strives to create a greener and more efficient future, it becomes necessary to accurately analyze and forecast freight volumes. By developing a reliable freight transportation forecasting model, the authors will be able to gain valuable insights into the trends and patterns that determine the development of economic systems. This will enable informed decisions on resource allocation, infrastructure development, and environmental impact mitigation. Such a model takes into account various factors such as market demand, logistical capabilities, fuel consumption, and emissions. Understanding these dynamics allows us to optimize supply chains, reduce waste, minimize our carbon footprint, and, ultimately, create more sustainable economic systems. The ability to accurately forecast freight volumes not only benefits businesses by enabling better planning and cost optimization but also contributes to the overall sustainable development goals of society. It can identify opportunities to shift to more sustainable modes of transportation, such as rail or water, and reduce dependence on carbon-intensive modes, such as road or air. In conclusion, the development and implementation of a robust freight forecasting model is critical to the sustainability of large-scale economic systems. Thus, by utilizing data and making informed decisions based on these forecasts, it is possible to work toward a more sustainable future for future generations. [ABSTRACT FROM AUTHOR]

Formulation of the problem. The feasibility of the study is explained by the need for a clear understanding of socio-economic realities and problems of the occupied territories that arose on the eve of full-scale Russian aggression. This will contribute to the reconstruction and further development of the territory in the post-war period, taking into account the previous problems. The purpose of the article is to identify the state and spatial differences in the level of automobile transport accessibility of the territory of Zaporizhzhia region after the reform of the administrative-territorial system and on the eve of the Russian military aggression. Methods. The study used the topological methods of calculating the level of road transport accessibility of the region and its administrative districts, the comparative analysis of assessment results, and the methods of district typification according to the configuration of road networks. Results. The analysis of graphs and matrix of the shortest distances of the transport networks of Zaporizhzhia Region and its administrative districts as of 2021 was presented. It was revealed that the transport networks of Zaporizhzhia, Melitopol, and Pologiv districts belong to the monocentric radial type, while those of Berdiansk and Vasylivka districts have a cyclical appearance. Based on the calculations, an assessment and comparative analysis of the level of road transport accessibility of administrative units of the Zaporizhzhia region was carried out using topological methods with the determination of the following indicators: absolute accessibility index, Koenig number, Bavelash index, Beauchamp index and indicators of network connectivity (α-, β-, γ -indexes). The analysis of the graph of the transport and geographical position of district centers of the Zaporizhzhia region in terms of absolute and relative indicators testifies to a sufficiently rational configuration and connectivity of the road transport network. The best position in terms of accessibility on the territory of the region is occupied by the regional center of the city of Vasylivka. According to these indicators, the regional center occupies an intermediate position. The connectivity of community centers in the district transport networks of the region varies from low to medium level. The best indicators of connectivity are typical for Berdiansk district with a cyclic network configuration. The ways of improving the road transport accessibility of the territory of the administrative districts of the Zaporizhia region were proposed; they involve the improvement of the configuration of district transport networks and reconstruction of roads. Scientific novelty and practical significance. The assessments of the level of transport accessibility of new administrative districts of Zaporizhzhia region, by the topological methods, were determined; the ways of improving transport accessibility of administrative districts of the region in the post-war period were proposed. The obtained data can be used to optimize the territorial management of the region, to forecast its further development, to develop strategies for socio-economic development. [ABSTRACT FROM AUTHOR]

This paper proposes an efficient method for calculating place-based space-time accessibility measures based on the preprocessing of transport networks and illustrates a case study of using the proposed method. First, we argue from a literature review that the calculation of place-based space-time accessibility measures can be computationally intensive and therefore efficient computational methods for the calculation should be developed. Second, we develop a method that calculates time distances between pairs of nodes in a transport network and thereby reduces the computational time of calculating space-time accessibility measures. Third, we implement the proposed method using the opensource programming language Python and demonstrates a case study that calculates different types of space-time accessibility measures. Last, we argue from the case study that the method can be implemented without great difficulty, runs very fast and works as expected. [ABSTRACT FROM AUTHOR]

Climate change is causing an increase in the frequency and intensity of wildfires, demonstrating that our capacity to respond to them is insufficient. Therefore, it is necessary to reconsider wildfire management policies, practices, and decision-support tools, extending beyond emergency measures. This study presents the extension of a GIS-based methodology for fire analysis, providing decision-making support for the implementation of new fire-related policies for road transportation infrastructure. It represents a novel contribution that facilitates the transition towards proactive wildfire policies. The framework is demonstrated to support informed decision-making, addressing both reactive actions, i.e., emergency response, and the evaluation of proactive adaptation measures at a system level. The results suggest that landscape management policies can play an important role in improving the resilience of road networks to wildfires.

Designing reasonable commercial transportation space is of great significance to enhancing the overall value of commerce. This study takes the classic cases of three typical plans of commercial wholesale centres (CWCs) as the research object, uses space syntax to analyse the connectivity of the architecture of the traffic space, simulates the current situation of the pedestrian flow distribution through ArcGIS, and constructs a multiple regression model for the association between connectivity and pedestrian flow distribution. The results of this study show that for CWCs with a single business type and a focus on traffic efficiency, the distribution of the pedestrian flow is most affected by the main entrance and the vertical traffic distribution. For different types of planes, when the commercial traffic space has strong symmetry, its group relationship is more concise. While a uniform form is more conducive to achieving a balanced distribution of commercial traffic, the asymmetry of the plan layout helps to establish a psycho-spatial map for the visitors. In addition, the commercial value of the first floor is greatly influenced by the layout of the building entrance, and the commercial value of the second floor is greatly influenced by the location of the vertical transportation. In conclusion, when commercial building development planning is in the stage of traffic flow design, the use of space connectivity traffic data can assist in the selection of construction plans and predict the distribution of the economic value in CWCs.

Introduction. The process of planning public transport is divided into a few number of tasks in strategic, tactical and operational levels, which include the development route system, the establishment of traffic intensity along routes, the design of the structure of road transport vehicles, the distribution of the current road transport vehicles along the routes, determining the required amount of the subsidies, etc. Materials and methods. The article presents a multi-criteria mathematical model of transportation design, according to which the tasks have been solved by distributing (limited or unlimited) transport resources between the permissible routes of the transport network in accordance with a variety of efficiency criteria, which can be the subject to appropriate restrictions. The formation acceptable routes on the transport network can be carried out by means of the algorithms developed, for example, in the framework of solving TNDP and TNDFSP tasks. The routes can also be adjusted by experts. Transport demand is set by a matrix of passenger correspondence generated for the entire period of traffic on a weekday, to ensure that all passenger flows along the route network are taken into account, and not only the periods of the greatest traffic intensity. The calculation of the parameters of the transport offer in the process of solving the problems of transportation design is carried out based on the results of the passenger correspondence distribution on the route network (PAP), which is a complex problem unsolved today. The article describes the developed PAP methodology based on a flexible passenger strategy that takes into account the waiting time for transport, the proximity of the route through an empirical model of dividing demand by the length of trips, the preferences of transport modes, the possible redistribution of passenger flows between the stopping points of the network located within a walking distance. Results. The tasks of designing public transport transportation have been formulated, a multi-criteria mathematical model of their solution has been developed. The method of distribution of passenger flows on the route network based on a flexible passenger strategy has been described. The effectiveness of the developed PAP methodology is shown on test calculations, which were carried out using passenger correspondence, an average weekday in October 2019, obtained by processing validations of e-tickets of urban passenger transport in Krasnoyarsk. Discussion and conclusion. The practical implementation of the described methodology for the distribution of passenger flows on the route network using relational database management systems (DBMS) MS SQL Server has been carried out.

In Poland, systemic transformation, social changes and integration with European Union structures all instilled major change in the country's system of spatial planning. This encompassed the general framework, the adopted procedures, the range of entities involved, and the sources and forms by which large new infrastructural developments attracted funding. This article seeks to offer an overview of the evolution in post-1989 Poland of transport infrastructure planning. Various aspects to the development of this infrastructure are explored, while the roles of factors of a political nature are assessed, also in connection with the related issue of new legislation developing and changing approaches to the investment process. [ABSTRACT FROM AUTHOR]

Sofia is the largest city in Bulgaria and continues to grow. From 2011 to 2021, its population increased by 9.8%. Fifteen years ago it had a monocentric structure, or to put it another way, most jobs, commercial space, cultural and social institutions were in the city centеr. As the population increased, the situation changed and the city acquired a polycentric structure with separate centers in all areas of the city. The transformation into a polycentric area also leads to the need for adaption of the route network to the needs of the growing population. The main task of urban passenger transport is delivery of rapid transport between two or more regional centers. In order to function at its best, any transport network needs to meet the conditions for a short journey and the overall transport service needs to be of the highest quality. In the 18th and 19th centuries, models for monocentric cities were developed to explain their economic organization. Cities subsequently evolved from monocentric to polycentric with multiple regional centers. The forces of agglomeration and dispersion determined the emergence of the polycentric city. Climate change, demography and the challenges of globalization also influence the development of cities. The main objective of the study is to develop a methodology to optimize Sofia's future transportation network needed for the growing number of people living in the city. Currently, Sofia's network is designed as a loose structure. In the optimization methodology, certain steps are followed in a specific order to obtain the desired result. The programs used for this type of optimization consist of four consecutive steps and the constraints are the required number. Although in the reorganization of the routing network, their minimization should also be aimed at. Problem formulation is important for the development of the optimization model. The result with the least constraints will always be chosen. In order to adopt a particular course of action, data must be selected and processed to obtain optimal results, which must also be analyzed. The standard four-stage models work with an origin-destination matrix (O-D matrix). It will show us the number of trips people want to make. The peak hour data is mainly used to test the model. The data used in the optimization program must be in a format suitable for the program. In models of this type, blocks of travel flows are used to determine only those routes that meet certain criteria. And from an economic point of view it is important to achieve a balance between the ticket price and the shortest vehicle travel time, and this is a linear combination. The result of optimizing the route network in any major city should be the best service for the growing number of public transport journeys. [ABSTRACT FROM AUTHOR]

The problem of cargoes transportation scheduling in the transport network represented by an undirected multigraph is considered. Transportations between vertices are provided at predefined time intervals. The iterative algorithm to search for a solution approximate to the optimal one by criterion value is proposed in the problem under consideration. The algorithm is constructed on the base of solutions of mixed integer linear programming problems. The applicability of the algorithm is tested by the example with more than 90 million binary variables. [ABSTRACT FROM AUTHOR]

Crude oil transportation is a vital component of the global energy supply, and the global Crude Oil Maritime Transportation Network (COMTN) plays a crucial role as a carrier for crude oil transportation. Once the network faces attacks that result in the failure of certain routes, a severe threat is posed to the crude oil supply security of importing countries. Therefore, it is crucial to evaluate the reliability of the COMTN. This study proposes a model for evaluating the reliability of the imported COMTN by analyzing the impact of node failures. Firstly, the network is constructed using complex networks (CNs) theory, with ports, canals, and straits as nodes, and shipping routes as directed edges. Secondly, based on the Weighted Leader Rank algorithm, a comprehensive evaluation metric for CNs is established, and a node importance assessment model is developed to rank the nodes accordingly. Thirdly, a case study is conducted using China's imported COMTN as an example, evaluating the connectivity reliability (CR) under random and deliberate attack scenarios. Finally, measures and recommendations are provided to enhance the CR of China's imported COMTN. The findings indicate that deliberate attacks pose a greater threat, and reliability varies across maritime routes, with the Americas route exhibiting higher reliability compared to the Middle East and Southeast Asia routes. The results of this study can provide relevant recommendations for policy makers. The model proposed in this study can also be applied to other countries and regions to assess the connectivity reliability of their local COMTNs and develop appropriate measures for the results. [ABSTRACT FROM AUTHOR]

The article is devoted to determining the influence of natural and geographical factors on the transport structure in the conditions of urbanization. Transport has always played a significant role in the organization and development of territories, the level of transport provision reflected the status of the country, its importance in the world community. The purpose of the study is to establish the nature of the dependence of the transport structure on the natural conditions of the area and the geography of the region using the example of the city of Chernivtsi, to determine the conditionality of the features of building internal and external transport links in the urban space and beyond, and changes in the environment under their influence. The research methodology involves the involvement of general scientific and special methods, which allows us to consider the problem in different aspects, take into account the peculiarities of interdisciplinary issues in the field of urban planning and transport geography. The types of transport and the nature of the links between settlements, and in general the choice of the place where these settlements were founded, directly depended on the natural and geographical conditions of the area. The structure of urban development was formed on the basis of land and waterways. The streets duplicated directions to neighboring settlements or economic points of attraction (raw material extraction sites, trading posts, etc.). In the modern world, additional questions arise regarding the environmental aspects of the development of transport infrastructure - its impact on the environment and the quality of human life. This is especially true for large transport hubs that create a significant burden on the entire ecosystem due to the consumption of large amounts of energy, noise and light pollution, and chemical emissions. The adoption of the most adapted decisions on the nature of the traffic load in certain environmental conditions allows maintaining the balance of the ecosystem in a space that automatically passes to the status of an urbanized one. The city of Chernivtsi is indicative for Ukraine in terms of considering the relationship of the transport structure with the natural and geographical environment, since here the problem can be considered in temporal genesis, taking into account spatial changes - the transfer of transport hubs and main networks. In addition, Chernivtsi is positioned as a potential international transport hub based on a new airport, which will allow joining the international air transportation system. The most successful geographical position since the founding of the city on the trade route ensured the further development of the entire transport system. As a result, it was found that the main directions of economic relations and the transport networks served by them were laid down from the beginning of the formation of the city of Chernivtsi as an important stronghold on trade routes. Further, they developed due to the expansion of needs and new modes of transport (the consequences of technological progress). The tracing was determined by the location of neighboring settlements and the features of the terrain. In the city itself, the Prut became the main forming axis and significant differences in elevation marks on its right bank, which determined the nature of the development of the territory, the general street system. With the advent of the railway, it became necessary to create additional transport routes that were required to ensure its functioning. The construction of the airport also required the creation of an entrance to it by land transport. Automatically, all additionally involved territories were subject to gradual ordering, that is, they passed into the status of suburbanized. In recent years, there has been an urgent need to modernize the airport in Chernivtsi. Modern requirements for its equipment required the choice of another location - in the suburban area, which continues to develop the trend of suburbanization of new territories outside the city. The formation of a large transport hub based on the new airport will give impetus to the further development of the city, its inclusion in the international transport system in the field of air traffic. The rest of the transport structure is obliged to ensure its functioning. Taking into account natural and geographical factors will reduce the impact on the overall ecosystem of the territories, which is one of the most important requirements of our time. [ABSTRACT FROM AUTHOR]

A new mathematical model of transportation along the transport network represented by an undirected multigraph is formulated. A new criterion for the optimality of cargo carriages schedule is proposed. The criterion in addition to the time characteristics of transportation includes their cost, the number of undelivered cargoes. The problem to find the optimal schedule is formulated as a problem of mixed integer linear programming. Various variants of the algorithm for searching for an approximate solution to the problem are proposed. Informative examples are considered. [ABSTRACT FROM AUTHOR]

This article presents a study conducted in the Town of Šiauliai with a population of 100 thousand, located in the Republic of Lithuania, where the market economy has been operating for 32 years and which is a member of the European Union for 20 years. In the town, the share of commuting travels by car is significantly higher than by public transport. Since the availability of the public transport network is identified in scientific publications as one of the many criteria for choosing public transport, it was decided to conduct a study and check to what extent the availability of the public transport network determines the choice to travel by bus or car. The research hypothesizes that residents who live in neighbourhoods with worse access to bus routes and stops choose more cars than those who live in neighbourhoods with better access to public transport. The results of the study showed that residents choose to travel by bus or car regardless of the availability of the route network. It was found that the origin–destination pairs and relative proportions of those commuting to work match both those traveling by car and by bus. The results of this study may not necessarily be the same in Western European cities or towns. The main limitation of this article is that the trip matrices were compiled from population survey data, as statistical information on origin–destination pairs in Town of Šiauliai is not regularly collected.

This article presents a study conducted in the Town of Šiauliai with a population of 100 thousand, located in the Republic of Lithuania, where the market economy has been operating for 32 years and which is a member of the European Union for 20 years. In the town, the share of commuting travels by car is significantly higher than by public transport. Since the availability of the public transport network is identified in scientific publications as one of the many criteria for choosing public transport, it was decided to conduct a study and check to what extent the availability of the public transport network determines the choice to travel by bus or car. The research hypothesizes that residents who live in neighbourhoods with worse access to bus routes and stops choose more cars than those who live in neighbourhoods with better access to public transport. The results of the study showed that residents choose to travel by bus or car regardless of the availability of the route network. It was found that the origin-destination pairs and relative proportions of those commuting to work match both those traveling by car and by bus. The results of this study may not necessarily be the same in Western European cities or towns. The main limitation of this article is that the trip matrices were compiled from population survey data, as statistical information on origin-destination pairs in Town of Šiauliai is not regularly collected. [ABSTRACT FROM AUTHOR]

To provide services on the All-Photonics Network, which handles traffic with much higher capacity and lower latency than what is currently possible, it is necessary to further improve the quality management of a carrier network. This article describes two technologies being developed at NTT Network Innovation Center. One is the Network Information Collection and Analysis Platform Technology for efficiently collecting traffic-flow statistical information, telemetry, and communication delay for network operation. The other is the Network Control Platform Technology for automating and optimizing network operation and network control. [ABSTRACT FROM AUTHOR]

Visitors abroad come on an inbound tourism (IT) trip. Travelling beyond one's usual surroundings for no more than a year in one go, or no less than tourist culture is considered inbound tourism. A network called adaptive neural networks (ANN) is used in dynamic tourism situations. Many methods are used to make neural networks flexible: weight adjustment, changes in neuronal characteristics, and changes in the network's structural composition. One of the biggest problems is that cultural clashes lead to many different places, which strain the transportation system. IT-ANN tools and technologies are discussed in this study, including the possibilities of visitor time and space-relationship data. As a result, inbound tourism doesn't have to rely on weekend domestic travel because individuals who go on holiday overseas tend to return year after year. Finally, the neural network is equipped with a prediction model of travellers' spatial and temporal distribution. [ABSTRACT FROM AUTHOR]

With the development of urbanization and the evolution of urban network systems, multimodal urban transport network (MUTN) systems play a vital role in improving network effects and operational efficiency. However, urban transport networks are easily affected by natural disasters and traffic incidents, which can lead to significant human and economic losses. Accordingly, it is vital to be able to assess the resilience of transport networks in the face of various disruptions. This study, therefore, utilizes complex network theory to analyze the resilience of multimodal urban transport networks, with the resilience accessed based on topological indices. The MUTN in Beijing is selected as a case study for simulation analysis. Based on the road network and subway network, a model MUTN is established, and the Monte Carlo method is used to simulate random attacks. The results show that the MUTN in Beijing has good resilience against disruptions. This study guides the evaluation of the overall resilience of multimodal urban transport networks and will be useful for transportation planners and decision-makers in dealing with emergencies and natural disasters in the future. [ABSTRACT FROM AUTHOR]

Urban land change and transportation infrastructure development often interact and collectively lead to significant socioeconomic and biophysical impacts. Here, we performed a systematic review to identify how urban land change modeling studies account for transportation infrastructure. We found that less than one-fifth of urban land modeling studies explicitly incorporated a transportation component. Of these, most incorporated transportation based on relatively simple distance-based variables. Despite the recognized influence of transportation on urban growth, only a few studies attempted to capture the dynamic interaction between the two. We present a conceptual modeling framework and argue for a renewed focus on capturing the dynamic interaction between urban land change and transportation development in modeling studies. Such focus is essential to develop a well-informed understanding of the implications for urban forms and landscapes of the wide-ranging changes in transportation systems that accompany rapid urbanization around the world. [ABSTRACT FROM AUTHOR]

We all know how important transportation is nowadays - from one street to another, from one city to another, from one county to another, from one region to another, from one country to another, from one continent to another and this list can go on with examples. The question we ask ourselves is: Can we find a better way? A better solution? A more accurate way? A more efficient, faster route to travel? All things take more or less time. All journeys matter. Whether you're going for a walk, on a trip, stuck in traffic on your way to work, have a small business and want to save money on bills, or you are one of the world's biggest entrepreneurs, for all of us, every second matters. That is why our transport, or our things, goods and so on, must be as efficient, accurate, correctly planned as possible, but at the same time safe. Nowadays, when everything is in a very accelerated continuous evolution, the efficiency and speed of achieving our goals are very important. There is a lot of emphasis on as little wasted time as possible and as many successes as possible. The expected productivity can only be achieved if all transport features are worked out with great care. Every little detail must be considered, mathematically, computationally, logically and chronologically, so that the overall result is the best, the most suitable, the most efficient for our problem. This work aims to study some examples of transport networks, following their advantages and limitations, and looks for all kinds of solutions, ideas to improve and optimize their costs. We tested two existing applications on some large datasets (Section 2 and Section 3). [ABSTRACT FROM AUTHOR]

Due to growing economy, investment, abundant labour force and tourism industry, the Association of Southeast Asian Nations (ASEAN) is becoming increasingly attractive to other parts of the world. ASEAN has a vast logistics system that contributes to the overall potential for development. The article examines key factors in the development of the ASEAN logistics system, the trends in the formation and ways of the effective development of logistics processes in the modern era of digitalization are revealed. The scientific novelty of the work lies in the fact that during a pandemic, digital technologies can contribute to the successful development of business in the logistics industry for ASEAN. In this regard, there is a need to focus the ASEAN region on automating the management of logistics processes, introducing and improving IT products, as well as on the needs of consumers and improving the quality of services provided.

ABSTRACTUrban land change and transportation infrastructure development often interact and collectively lead to significant socioeconomic and biophysical impacts. Here, we performed a systematic review to identify how urban land change modeling studies account for transportation infrastructure. We found that less than one-fifth of urban land modeling studies explicitly incorporated a transportation component. Of these, most incorporated transportation based on relatively simple distance-based variables. Despite the recognized influence of transportation on urban growth, only a few studies attempted to capture the dynamic interaction between the two. We present a conceptual modeling framework and argue for a renewed focus on capturing the dynamic interaction between urban land change and transportation development in modeling studies. Such focus is essential to develop a well-informed understanding of the implications for urban forms and landscapes of the wide-ranging changes in transportation systems that accompany rapid urbanization around the world.

In static temporal networks, the Earliest Arrival Time (EAT) problem is to calculate the earliest possible time of arrival at a set of vertices from a given source vertex. Applications of the EAT problem include designing efficient evacuation planning in dynamic scenarios, optimal journey planning in transport networks, and optimal flow management in supply chains. There exist several solutions for the EAT problem in the literature, however, there is limited work on GPU (Graphics Processing Unit) based solutions to leverage the capabilities of the high throughput accelerator for better performance. Further, there is also a need for more efficient methods to process the inherent earliest arrival dependencies in a transport network. In this paper, we propose a suite of five incremental (GPU) algorithms for the one-to-all Earliest Arrival Time problem in public transport networks. The Selective-check-version is the most optimized approach and hence, the key algorithm. It uses an edge coloring based approach to trace the time-respectingness of paths and processing the in-edges in a sorted order based on their arrival times. Its key characteristic is that it is very fast for the best-case networks where all temporal paths are time-respecting. For the Selective-check version, we observed an average speedup of 6.45 against the Serial Connection-scan algorithm and 2.77 w.r.t. the Edge-version algorithm.

Traditional optical transport network is gradually becoming open and disaggregated, and the chimney-type single-vendor and single-domain management mode is also developing to the multi-vendor and multi-domain management mode with the penetration of software defined network (SDN) concept.Considering the equipment difference and protocol complexity of transport network, application of SDN management and control for transport network faces challenges.Firstly, the concept of grey-box was proposed, which was between black-box and white-box.Then, taking grey-box access OTN as an example, the key technologies of SDN unified management and control of access-type OTN were discussed, including management and control architecture, service template, automatic topology generation, automatic equipment online, remote upgrade of equipment, in-band DCN communication between different vendors, etc.Finally, the application of access-type OTN unified management and control system in real network was described.

Coordination of cytoplasmic flows on large scales in space and time are at the root of many cellular processes, including growth, migration or division. These flows are driven by organized contractions of the actomyosin cortex. In order to elucidate the basic mechanisms at work in the self-organization of contractile activity, we investigate the dynamic patterns of cortex contraction in true slime mold Physarum polycephalum confined in ring-shaped chambers of controlled geometrical dimensions. We make an exhaustive inventory of the different stable contractile patterns in the absence of migration and growth. We show that the primary frequency of the oscillations is independent of the ring perimeter, while the wavelength scales linearly with it. We discuss the consistence of these results with the existing models, shedding light on the possible feedback mechanisms leading to coordinated contractile activity. [ABSTRACT FROM AUTHOR]

For the past few decades, the occurrence and severity of disasters have been increasing. This study empirically explores factors affecting road disruption patterns and the duration of road recovery based on the road network disruption and recovery record in Hiroshima, Japan, over the last 19 years, using (1) a binary logit model to identify factors affecting the disruption probability of each road link, and (2) a survival model to identify the factors affecting the recovery duration. We divided the factors into social and natural factors, where the former might be easier for policy makers to control. Results show that not only natural factors, but also social factors, particularly who manages the road, significantly affect both the probability of road disruptions and road recovery duration. This implies that the ability and available resources that each road manager has firstly affects the quality of the road, which in turn affects the probability of it being disrupted, and secondly affects the quickness of taking recovery actions. This points to potential avenues for improving coordination across cities, prefectures, and national road managers in managing roads during disasters. [ABSTRACT FROM AUTHOR]