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L’articolo si propone di descrivere le attività sviluppate nell’ambito del progetto ASTONRAIL (approcci e pratiche avanzate per la formazione e l’istruzione ferroviaria per rinnovare i programmi di studio e migliorare l’istruzione ferroviaria), finanziato dal programma ERASMUS+. L’obiettivo del progetto è quello di fornire una rassegna di nuove strategie nello sviluppo delle competenze ferroviarie, approcci e pratiche professionali al fine di rafforzare e modernizzare l’attuale sistema di istruzione superiore ferroviario in Europa. [ABSTRACT FROM AUTHOR]

Fare system models in public transport are researched based on the fact that they represent a direct and flexible instrument of influencing passenger behavior and covering public transport costs, which contributes to the sustainability of public passenger transport. Integrated passenger transport, as a concept of public transport management that uses a zonal fare system, defines transport service prices within a fare zone. An analysis of existing fare systems reveals that current systems do not offer equitable access for passengers and that the transport service is not available to everyone. To resolve the issue of the transport disadvantage of potential passengers, society and space, fare system models must be changed to provide equity for disadvantaged participants of the system. This would do away with transport and social disadvantage in the analyzed region. The aim of this research is to define equity criteria in determining fare zones in integrated passenger transport. This is a precondition for an equitable fare model which would ensure an impartial and fair charge of transport services within zones. [ABSTRACT FROM AUTHOR]

This paper formulates a specific methodology based on a mathematical model that selects the optimal terminal configuration of individual transport modes within the point of integration of passenger transport. The methodology is applicable for the purpose of analyzing the current situation and proposing improvements to the point of integration of passenger transport. The application of the methodology is presented at the point of integration of different transport modes in the city of Šibenik. As the main parameter in the mathematical model, the time distance required for a certain type of passenger to walk between each individual terminal within the integration point was chosen. Technical and technological criteria that influence the choice of the optimal configuration were evaluated and included in mathematical calculations. By selecting the optimal terminal configuration within the integration point, the preconditions for better integration of transport modes as well as for greater passenger satisfaction will be achieved. [ABSTRACT FROM AUTHOR]

The European Union is trying to strengthen economic, social, and territorial cohesion of certain regions in order to improve the quality of life for its residents. The key part of that process is improving the urban and regional mobility, which is essential for a modern living standard of the residents in those areas. This paper discusses the attitudes and documents of the EU that encourage sustainable urban and regional mobility through the development and use of public transport networks as a part of the regional, urban and suburban transport in larger cities. Special emphasis is placed on Master plans for transport development in cities, counties and functional regions, which serve as initial and strategic points for launching further transport projects. Co-funding of the design documentation of the Master plans is encouraged, as well as carrying out projects of sustainable urban and regional mobility through EU operational programmes. A case of an integrated passenger transport system and shipping tariff in the City of Zagreb, Zagreb county, and Krapina-Zagorje county was analysed. [ABSTRACT FROM AUTHOR]

Every city has one or more long distance terminals for domestic or international transport. Usually, long distance terminal are connected to the city transport network (metro, tramway, buses, car or bike sharing, and private car) and can be unimodal or multimodal terminals. From the passengers' perspective multimodal terminals are much more convenient and preferred. In the last decade terminals across Europe have developed not only in transport function, but also in hospitality management (bars, restaurants, accommodation...). Today, terminals have also developed into shopping areas, so they are attracting more and more people. Nevertheless, we must not neglect the primary function of a terminal: transport start/stop point for passengers. The focus group of a terminal is passengers. For day-to-day operation, but also for the development of terminal it's crucial to make regularly surveys about passenger satisfaction. This paper will present the results of passenger satisfaction survey in the long distance terminal in the City of Zagreb. The City of Zagreb is the capital of the Republic of Croatia, one of the 28 member states of the European Union. It is interesting that Zagreb has two unimodal long distance terminals, one for railways and the second one for buses. Therefore, the transfer passengers have practical problems when they change modes of transport for long distance travel. Passengers in both terminals have been interviewed. The survey for both terminals has the same question, so a comparative analysis could be done. [ABSTRACT FROM AUTHOR]

In today's liberalized market of passenger railway services are in use trains ranks. Train rank means a level of service that has applied on train. The highest ranks trains are Eurocity and Intercity. Eurocity trains generally connect major cities between at least two countries, while the Intercity trains typically connect important cities in a state. The survey is the standard way to examine passenger's satisfaction. Therefore, this survey has been conducted in the Slovak and Croatian Intercity trains. Analysis of survey results show some strong and some weak points of each operator and the habits and opinions of the passengers. Based on the results of the survey, improvements are necessary in the punctuality, comfort and in providing Wi-Fi services. It is necessary to establish methods for developing services that will bring higher satisfaction of passengers as the final aim. [ABSTRACT FROM AUTHOR]

The success of integrating the railway into the public urban and suburban transport depends upon a range of internal and external factors, with challenges arising in their number and complex interdependence. Furthermore, the significance and impact of some factors are uneven in cities. There is a necessity for the right mix of different factors that drive significant use of railway into the Public Transport System (PTS). The research problem is finding and defining factors needed to assess the success of railway implementation into public urban and suburban transport. An efficiency analysis of the factors that impact the level of the planned transport system use was conducted in a hierarchical or network system. The 1st step of research is to the determination of relevant factors. In this research 27 factors were determined. Based on the determining factors and their connection it is possible to design an Analytic Network Process (ANP) to evaluate the importance of factors. Factors are divided into 4 clusters: (1) user features, (2) road transport features, (3) services features, and (4) city and corridor features. Testing was carried out by group decision-making process by members of an expert panel. According to the testing, the most important factors according to their weight are: (1) frequency with 0.11651, (2) employment level with 0.10146, (3) ticket price with 0.09714, (4) reliability with 0.07256, and (5) integration of services with 0,07065. Using the weight of each factor it is possible to evaluate the success likelihood of a concrete project. In this research case study was oriented on integrating the railway into the public urban and suburban transport in the City of Rijeka in Croatia. For this purpose, the relevance of the determined weight factors was used for the concrete project of integration in the City of Rijeka that resulting in 67.17% fulfilment of the successful integration railway into the public urban and suburban transport. [ABSTRACT FROM AUTHOR]

• Emissions depend more on fleet's structure (age, traction), than the mode itself. • New strict emission limits make road transport the least burdensome transport mode. • Electrification of railway transport is required to make railways the greenest mode. The scope of this work is to prove the strong influence of the real vehicle composition according to its age to the real environmental burden of the evaluated transport mode and calculation of the suitable vehicle fleet composition (share of different age groups, tractions and emission standards) to secure lower emission production (NO x , PM and greenhouse gases) of railway transport. These results represent the current state with regard to the composition of the vehicle fleet of freight carriers in terms of age, type of traction and emission class. The results were reached using data from average fuel consumption of the vehicles considering the specific standardised values of produced emissions. Taking the W- t -W principle into account, these results are surprising, as they contradict the generally declared claims concerning the environmental burden of individual transport modes, when the vehicle fleet's structure influences the generation of emissions more than the transport mode itself. [ABSTRACT FROM AUTHOR]