Nothing Special   »   [go: up one dir, main page]
You seem to have javascript disabled. Please note that many of the page functionalities won't work as expected without javascript enabled.
 
 
Search for Articles:
Title / Keyword
Author / Affiliation / Email
Journal
Article Type
 
 
Advanced Search
 
Section
Special Issue
Volume
Issue
Number
Page
 
5.2
2.7
Journals
Infrastructures
Special Issues
Railway in the City (RiC)
share announcement

Railway in the City (RiC)

A special issue of Infrastructures (ISSN 2412-3811).

Deadline for manuscript submissions: 30 November 2024 | Viewed by 15110

Special Issue Editor

Dr. Maciej Kruszyna

E-Mail Website
Guest Editor
Department of Roads, Bridges, Railways and Airports, Wrocław University of Science and Technology, Wroclaw, Poland
Interests: mobility; public transport; exclusion and accessibility

Special Issue Information

Dear Colleagues,

Urban railways play or should play an essential role in agglomerations as the main means of transport connecting the core with the surroundings. Significant numbers of lines, journeys, and seats can affect the choice of means of transport. This creates environmentally friendly travel. Analyzing the use of suburban railways should consider two main aspects: (a) rail operations and (b) cooperation in the transport system. An urban railway works similarly to all other railways. It is slightly closer to metro systems due to high frequency while being unlike long-distance rail due to higher-stop density and lower speeds. It is important to create appropriate infrastructure for urban railways. It should meet the above conditions, but also create an environmentally friendly neighborhood. The city affects the infrastructure (e.g., by imposing tunnels or viaducts), but also the infrastructure shapes the environment. Railway infrastructure also affects the behavior of travelers. Stations, stops, their location, accessibility and connections with other means of transport are important factors when making transport decisions. Rail creates large facilities (e.g., main terminals, multi-modal hubs) but can also be integrated in a sustainable way into lower-class streets or pedestrian zones.

We will study all the aspects mentioned above in the proposed Special Issue. I would like to invite you to contribute to “Railway in the City (RiC)”, to be published in MDPI’s journal Infrastructures.

This Special Issue would encompass, but is not limited to, the following emerging topics:

  • Modelling of city railway systems;
  • Planning of the new routes for the city railway;
  • City railway in the integrated systems; 
  • Managing and optimizing the railway operations; 
  • Hubs and accessibility; 
  • Railway and environment; 
  • Special objects such as tunnels or viaducts; 
  • Behaviors of travelers.

Dr. Maciej Kruszyna
Guest Editor

Manuscript Submission Information

Manuscripts should be submitted online at www.mdpi.com by registering and logging in to this website. Once you are registered, click here to go to the submission form. Manuscripts can be submitted until the deadline. All submissions that pass pre-check are peer-reviewed. Accepted papers will be published continuously in the journal (as soon as accepted) and will be listed together on the special issue website. Research articles, review articles as well as short communications are invited. For planned papers, a title and short abstract (about 100 words) can be sent to the Editorial Office for announcement on this website.

Submitted manuscripts should not have been published previously, nor be under consideration for publication elsewhere (except conference proceedings papers). All manuscripts are thoroughly refereed through a single-blind peer-review process. A guide for authors and other relevant information for submission of manuscripts is available on the Instructions for Authors page. Infrastructures is an international peer-reviewed open access monthly journal published by MDPI.

Please visit the Instructions for Authors page before submitting a manuscript. The Article Processing Charge (APC) for publication in this open access journal is 1800 CHF (Swiss Francs). Submitted papers should be well formatted and use good English. Authors may use MDPI's English editing service prior to publication or during author revisions.

Keywords

  • city railway
  • integrated public transport
  • new routes and stations
  • railway operations
  • hubs
  • accessibility
  • railway and environment
  • tunnels
  • viaducts
  • travel behaviors
  • mobility
  • sustainable transport
  • case studies
  • reviews

Benefits of Publishing in a Special Issue

  • Ease of navigation: Grouping papers by topic helps scholars navigate broad scope journals more efficiently.
  • Greater discoverability: Special Issues support the reach and impact of scientific research. Articles in Special Issues are more discoverable and cited more frequently.
  • Expansion of research network: Special Issues facilitate connections among authors, fostering scientific collaborations.
  • External promotion: Articles in Special Issues are often promoted through the journal's social media, increasing their visibility.
  • e-Book format: Special Issues with more than 10 articles can be published as dedicated e-books, ensuring wide and rapid dissemination.

Further information on MDPI's Special Issue polices can be found here.

Published Papers (8 papers)

Download All Papers
Order results
Result details
Show export options expand_more Show export options expand_less
Select all
Export citation of selected articles as:

Research

Jump to: Review

27 pages, 1540 KiB  
Article
The Impact of Attitude on High-Speed Rail Technology Acceptance among Elderly Passengers in Urban and Rural Areas: A Multigroup SEM Analysis
by Adisorn Dangbut, Fareeda Watcharamaisakul, Thanapong Champahom, Sajjakaj Jomnonkwao, Panuwat Wisutwattanasak, Thanakorn Phojaem and Vatanavongs Ratanavaraha
Infrastructures 2024, 9(10), 174; https://doi.org/10.3390/infrastructures9100174 - 3 Oct 2024
Viewed by 311
Abstract
This study investigates the impact of the attitudes of the elderly on the acceptance of Thailand’s high-speed rail technology according to the technology readiness index (TRI) and technology acceptance model (TAM) theories as guidelines for policies or strategies to enhance passengers’ intentions to [...] Read more.
This study investigates the impact of the attitudes of the elderly on the acceptance of Thailand’s high-speed rail technology according to the technology readiness index (TRI) and technology acceptance model (TAM) theories as guidelines for policies or strategies to enhance passengers’ intentions to use high-speed rail. A self-administered questionnaire was used to collect data from 3200 elderly people aged over 60 years in the surveyed areas along high-speed rail routes in Thailand, before the use of statistical analysis and multigroup structural equation modeling (SEM) to analyze variations in the participants’ attitudes toward urban and rural areas. The results that were thus obtained from both groups showed their differing attitudes toward the acceptance of technology. The TAM theory considers the attitude toward high-speed rail use in urban areas to be important, while, in rural areas, attitudes and perceived usefulness are important. With respect to the ease of use of high-speed rail, the most important factors were attitudes toward use and perceived usefulness. For the TRI theory, innovativeness features as the most positive influence on the perceived ease of high-speed rail use in both groups. Optimism and innovativeness were positive influences, but discomfort and insecurity carried a negative influence with respect to the perceived ease of use and usefulness. Full article
(This article belongs to the Special Issue Railway in the City (RiC))
►▼ Show Figures

Figure 1

Figure 1
<p>Research framework of the technology readiness index and technology acceptance model.</p> Full article ">Figure 2
<p>Theory of the technology readiness index and the technology acceptance model for the urban model. Note: standardized coefficients of SEM. *** <span class="html-italic">p</span> &lt; 0.001.</p> Full article ">Figure 3
<p>Theory of the technology readiness index and technology acceptance model for rural model. Note: standardized coefficients of SEM. *** <span class="html-italic">p</span> &lt; 0.001.</p> Full article ">
20 pages, 1337 KiB  
Article
Success Factors and Partnership Evaluation of Air–Rail Integration Development: A Case of a High-Speed Rail Project Linking Three Airports in Thailand
by Waralee Rattanakijsuntorn, Benyapa Suwannarat, Nitchamol Samittivate and Chanuwat Nithikittiwat
Infrastructures 2024, 9(7), 115; https://doi.org/10.3390/infrastructures9070115 - 18 Jul 2024
Viewed by 792
Abstract
As the air–rail integration continues to emerge around the globe, the successful and maintainable implementation of such schemes can be influenced by many factors within administrative, social, infrastructural, and economic aspects. With the existing airport rail link system that shifted from air–rail integration [...] Read more.
As the air–rail integration continues to emerge around the globe, the successful and maintainable implementation of such schemes can be influenced by many factors within administrative, social, infrastructural, and economic aspects. With the existing airport rail link system that shifted from air–rail integration at beginning to air–rail cooperation at present, this work aims to assess the success factors of air–rail integration development in Thailand and evaluate the partnership level required to achieve a long-term and indefinite horizon of relationship based on an ongoing airport rail link project in the country. The factor assessment results from using fuzzy analytical hierarchy process (AHP) revealed different perspectives from regulators and operators, while directing the high influence of administrative, economic, and infrastructural factors. The partnership evaluation suggested the highest level of partnership; although, the operators still express doubt whether the competitive advantages incurred from the partnership and the partnership itself would be sustainable. Full article
(This article belongs to the Special Issue Railway in the City (RiC))
►▼ Show Figures

Figure 1

Figure 1
<p>Map of DMK-BKK-UTP HSR project.</p> Full article ">Figure 2
<p>Flowchart of research methodology.</p> Full article ">Figure 3
<p>The proposed AHP model.</p> Full article ">Figure 4
<p>The proposed partnership model.</p> Full article ">Figure 5
<p>The propensity to partner matrix.</p> Full article ">Figure 6
<p>Fuzzy AHP global weights classified by respondent group.</p> Full article ">
31 pages, 10417 KiB  
Article
Stresses in Saturated and Unsaturated Subgrade Layer Induced by Railway Track Vibration
by Mohammed Y. Fattah, Qutaiba G. Majeed and Hasan H. Joni
Infrastructures 2024, 9(4), 64; https://doi.org/10.3390/infrastructures9040064 - 25 Mar 2024
Cited by 1 | Viewed by 1398
Abstract
The theoretical and practical studies of the cyclic loads resulting from the movement and passage of trains on the unsaturated subgrade to determine the effect of the degree of saturation and moisture content on the foundations and infrastructure of the railway lines, especially [...] Read more.
The theoretical and practical studies of the cyclic loads resulting from the movement and passage of trains on the unsaturated subgrade to determine the effect of the degree of saturation and moisture content on the foundations and infrastructure of the railway lines, especially the settlement in the railway lines as a result of the development of the train loads. Thirty-six laboratory experiments were carried out using models that simulate a railway with nearly half the scale of the real one, using an iron box of (1.5 × 1.0 × 1.0) meters and a layer of clay soil with a thickness of 0.5 m representing the base layer, were constructed inside it. Above it, there is a layer of crushed stone representing a 0.2 m thick ballast, topped by a rail line of 0.8 m long installed on three sleeper beams with dimensions of 0.9 m (0.1 × 0.1 m). The subgrade layer has been constructed at different saturation degrees as follows: 100, 80, 70, and 60%. The tests were carried out using different load amplitudes and frequencies. These experiments investigated the effect of the subgrade degree of saturation on the value of the stresses generated on the surface and the middle (vertical and lateral stresses) and the settlement of the subgrade. In the case of unsaturated subgrade soil, an increase in load frequency has a clear effect on increasing the generated stresses in the subgrade layer, especially with lower saturation levels. However, the results and measurements of these experiments found that the load frequency almost had no effect on the values of the stresses generated on the surface and inside the subgrade layer with a 100% degree of saturation. The results of the investigation demonstrated that, while load frequency had a minimal effect on track-panel settlement, it increased with the load amplitude and subgrade soil saturation degree. The change of settlement of the track panel with the number of cycles has a high rate at the beginning; after a while from that, it decreases gradually until, after some value of the number of cycles, the settlement changes at a very low rate and gradually. Full article
(This article belongs to the Special Issue Railway in the City (RiC))
►▼ Show Figures

Figure 1

Figure 1
<p>Clay material grain-size distribution curve.</p> Full article ">Figure 2
<p>Geogrid reinforcement used in tests.</p> Full article ">Figure 3
<p>The used apparatus loading system.</p> Full article ">Figure 4
<p>Illustration of the steel frame used in the test loading system.</p> Full article ">Figure 5
<p>Load-distributor beam.</p> Full article ">Figure 6
<p>Track deflection measurement using a linear variable differential transformer (LVDT).</p> Full article ">Figure 7
<p>Track panel.</p> Full article ">Figure 8
<p>Section through the laboratory model.</p> Full article ">Figure 9
<p>Undrained shear strength from vane shear test with time for the remolded clay specimens prepared at various saturation degrees.</p> Full article ">Figure 10
<p>Variation of the undrained shear strength Cu with a degree of saturation Sr.% from the vane shear and unconfined compression tests.</p> Full article ">Figure 11
<p>Ballast placement and tamping.</p> Full article ">Figure 12
<p>SWCC for wetting top, dry top, and variable water content using Mp6 device measurement.</p> Full article ">Figure 13
<p>SWCC for wetting capillary, dry capillary, and variable water content using Mp6 device measurement.</p> Full article ">Figure 14
<p>SWCC for wetting top, wetting capillary, and variable water content using Mp6 device measurement.</p> Full article ">Figure 15
<p>SWCC for wetting top, dry top, and variable water content using the filter-paper measurement.</p> Full article ">Figure 16
<p>SWCC for wetting capillary, dry capillary, and variable water content using the filter-paper measurement.</p> Full article ">Figure 17
<p>SWCC for wetting top, wetting capillary, and variable water content using the filter-paper measurement.</p> Full article ">Figure 18
<p>Relation between frequency and pressure in the surface cell at 100% degree of saturation.</p> Full article ">Figure 19
<p>Relation between frequency and pressure in the surface cell at 80% degree of saturation.</p> Full article ">Figure 20
<p>Relation between frequency and pressure in the surface cell at 70% degree of saturation.</p> Full article ">Figure 21
<p>Relation between frequency and pressure in the surface cell at 60% degree of saturation.</p> Full article ">Figure 22
<p>Relation between frequency and pressure in the surface cell at 15 kN load amplitude.</p> Full article ">Figure 23
<p>Relation between frequency and pressure in the surface cell at 25 kN load amplitude.</p> Full article ">Figure 24
<p>Relation between frequency and pressure in the surface cell at 35 kN load amplitude.</p> Full article ">Figure 25
<p>Relation between frequency and pressure in the deep cell at 100% degree of saturation.</p> Full article ">Figure 26
<p>Relation between frequency and pressure in the deep cell at 80% degree of saturation.</p> Full article ">Figure 27
<p>Relation between frequency and pressure in the deep cell at 70% degree of saturation.</p> Full article ">Figure 28
<p>Relation between frequency and pressure in the deep cell at 60% degree of saturation.</p> Full article ">Figure 29
<p>Relation between frequency and pressure in the deep cell under 15 kN load amplitude.</p> Full article ">Figure 30
<p>Relation between frequency and pressure in the deep cell under 25 kN load amplitude.</p> Full article ">Figure 31
<p>Relation between frequency and pressure in the deep cell under 35 kN load amplitude.</p> Full article ">Figure 32
<p>Relation between frequency and pressure in the lateral cell at 100% degree of saturation.</p> Full article ">Figure 33
<p>Relation between frequency and pressure in the lateral cell at 80% degree of saturation.</p> Full article ">Figure 34
<p>Relation between frequency and pressure in the lateral cell at 70% degree of saturation.</p> Full article ">Figure 35
<p>Relation between frequency and pressure in the lateral cell at 60% degree of saturation.</p> Full article ">Figure 36
<p>Relation between frequency and pressure in the lateral cell under 15 kN load amplitude.</p> Full article ">Figure 37
<p>Relation between frequency and pressure in the lateral cell under 25 kN load amplitude.</p> Full article ">Figure 38
<p>Relation between frequency and pressure in the lateral cell under 35 kN load amplitude.</p> Full article ">
15 pages, 3460 KiB  
Article
The Concept of a Universal Tram Driver Console with Interchangeable Panels for a Polish Tram Simulator
by Artur Kierzkowski, Łukasz Wolniewicz, Algimantas Danilevičius, Ewa Mardeusz, Maciej Kin, Łukasz Bakinowski, Dawid Barabasz and Przemysław Wielkopolan
Infrastructures 2024, 9(3), 41; https://doi.org/10.3390/infrastructures9030041 - 24 Feb 2024
Viewed by 1824
Abstract
This paper presents a concept for a universal tram driver console that has been developed based on research results regarding the review of tram control panels. These efforts were carried out as part of the project “Innovative training system for tram drivers, based [...] Read more.
This paper presents a concept for a universal tram driver console that has been developed based on research results regarding the review of tram control panels. These efforts were carried out as part of the project “Innovative training system for tram drivers, based on a full-cab simulator with the application of cognitive science” POIR.01.01.01-00-0135/22, with funding from the Smart Growth Operational Programme. This project involves the development of a tram driver training system based on a full-cabin tram simulator mounted on a motion platform, integrated with eye-tracking technologies and skin conductance response analysis for tram drivers’ assessment. The presented research results regarding the development of a universal control panel structure for a tram simulator have led to the creation of a panel based on interchangeable panels. The arrangement of individual switches was determined based on the identification, selection, critical evaluation, and analysis of data from current solutions. Full article
(This article belongs to the Special Issue Railway in the City (RiC))
►▼ Show Figures

Figure 1

Figure 1
<p>Areas of the tram console.</p> Full article ">Figure 2
<p>Universal console visualization.</p> Full article ">
19 pages, 1112 KiB  
Article
A Generic Component for Analytic Hierarchy Process-Based Decision Support and Its Application for Postindustrial Area Management
by Marcin Michalak, Jacek Bagiński, Andrzej Białas, Artur Kozłowski and Marek Sikora
Infrastructures 2024, 9(1), 2; https://doi.org/10.3390/infrastructures9010002 - 20 Dec 2023
Cited by 3 | Viewed by 1902
Abstract
This paper presents a generic component for Analytic Hierarchy Process (AHP)-based decision support in risk management. The component was originally dedicated to railway transportation issues; however, its generality enabled it to extend its functionality for other domains too. To show the generality of [...] Read more.
This paper presents a generic component for Analytic Hierarchy Process (AHP)-based decision support in risk management. The component was originally dedicated to railway transportation issues; however, its generality enabled it to extend its functionality for other domains too. To show the generality of the module and possibility of its application in other domains, an environmental case was run. Its goal was to select methods for planning the post-mining heap revitalization process, especially decision-making focusing on the selection of the most advantageous revitalization option on the basis of the Analytic Hierarchy Process and different, non-financial factors, e.g., social, environmental, technological, political, etc. Taking into account expert responses, the suggested solution was related to energy production. Full article
(This article belongs to the Special Issue Railway in the City (RiC))
►▼ Show Figures

Figure 1

Figure 1
<p>AHP decision problem diagram [<a href="#B23-infrastructures-09-00002" class="html-bibr">23</a>].</p> Full article ">Figure 2
<p>Difference between linear, hierarchical (<b>left</b>) and nonlinear network (<b>right</b>) [<a href="#B26-infrastructures-09-00002" class="html-bibr">26</a>].</p> Full article ">Figure 3
<p>Sample configuration for AHP: list of security measures.</p> Full article ">Figure 4
<p>Direct comparisons in the AHP (only several of 45 direct comparison sliders are presented due to the high total length of the corresponding system window).</p> Full article ">Figure 5
<p>Summary results of the AHP.</p> Full article ">Figure 6
<p>The list of alternatives in the AHP tool.</p> Full article ">Figure 7
<p>The list of alternatives in the AHP tool.</p> Full article ">Figure 8
<p>Setting importance of criteria.</p> Full article ">Figure 9
<p>Setting importance of alternatives.</p> Full article ">Figure 10
<p>Consistency indexes.</p> Full article ">Figure 11
<p>AHP result.</p> Full article ">
23 pages, 9394 KiB  
Article
Improvements in Urban Rapid Transit Boarding and Alighting Safety during System Modernization
by Igor Gisterek and Adam Hyliński
Infrastructures 2023, 8(12), 179; https://doi.org/10.3390/infrastructures8120179 - 15 Dec 2023
Viewed by 2261
Abstract
Urban rail transport has advantages that determine its particular usefulness. However, despite decades of technical development, it is still difficult to speak about satisfactory solutions. Safe, independent access to this transport and public infrastructure for passengers with reduced mobility (PRM) is an essential [...] Read more.
Urban rail transport has advantages that determine its particular usefulness. However, despite decades of technical development, it is still difficult to speak about satisfactory solutions. Safe, independent access to this transport and public infrastructure for passengers with reduced mobility (PRM) is an essential element of civil rights and an interesting subject of scientific research. In relation to that, the interface between rail vehicle and platform, despite multiple efforts aiming at improving this situation, is one of the hardest problems to overcome. This paper presents a summary and analyses of distinctive features of selected transit systems that are interesting from the viewpoint of finding various solutions to improve the safety of passengers on platforms. This analysis led to preparation of a new, improved standard of the vehicle–platform interface, illustrated with an example of the city of Wrocław, as discussed further in this paper. Some of the main conclusions of this paper are that insufficient progress has been made with developing the vehicle–platform interface, there are a multitude of systems and ways of (more or less effectively) ensuring independent access for PRM, and further research and development work is needed to optimize engineering solutions in this domain so they are both sustainable and economical. Full article
(This article belongs to the Special Issue Railway in the City (RiC))
►▼ Show Figures

Figure 1

Figure 1
<p>View of entrance zone of Berlin S-Bahn train series BR482.</p> Full article ">Figure 2
<p>Trains BR 422 and Stadler Flirt at the newly modernized platform (April 2019), which is 760 mm high, at Castrop—Rauxel Hbf Station; different fits of entrance height are visible.</p> Full article ">Figure 3
<p>Door area of a double-decker car of Dresden CR at the platform, which is 550 mm high, at the Dresden Bischofsplatz stop.</p> Full article ">Figure 4
<p>Train of S6 line (DPZ + Re450 in double traction) with fold-out steps opening to a horizontal position, about 200 mm wide, in Stadelhofen station (2006).</p> Full article ">Figure 5
<p>Sizes of vertical and horizontal gaps between platform and vehicle for independent access of PRM, by various researchers [<a href="#B14-infrastructures-08-00179" class="html-bibr">14</a>,<a href="#B36-infrastructures-08-00179" class="html-bibr">36</a>,<a href="#B45-infrastructures-08-00179" class="html-bibr">45</a>,<a href="#B53-infrastructures-08-00179" class="html-bibr">53</a>].</p> Full article ">Figure 6
<p>Mutual compatibility of vehicles and platforms meeting the needs of PRM: (<b>a</b>) S-Bahn Berlin (Germany), permanent metal sill along the full length of the car and classic platform, (<b>b</b>) subway in Riyadh (Saudi Arabia), permanent sill with rubber profile in the door zone and typical platform, (<b>c</b>) Tram-train Mulhouse (France), sliding sills in a vehicle and permanent rubber covers on the platform edge, (<b>d</b>) Metrobus in Rouen (France), short ramp sliding from the vehicle over a typical platform, (<b>e</b>) Chongqing Monorail (China), small permanent sill and door opened in vehicle wall thickness, plastic cover and doors on platform, (<b>f</b>) Trogner Bahn (Switzerland), step folding out to horizontal position and typical platform, (<b>g</b>) Tram-train Lyon (France), sliding sill with J-shaped cross-section and typical platform, (<b>h</b>) BR Class 707 (Great Britain), permanent flat sill with considerable cantilever to compensate car wall rounding, the door open in vehicle wall thickness, cooperates with a classic platform.</p> Full article ">Figure 7
<p>Idea of adjustable platform edge according to the patent [<a href="#B56-infrastructures-08-00179" class="html-bibr">56</a>]. Parts: 1—supporting strap, 2—socket, 4—step, 5—clearance hole, 6—square nut, 7—thread, 8—comb strap (rubber), 9—cut, 10—comb strap (steel), 11—embedded head.</p> Full article ">Figure 8
<p>Sliding sills in trains: (<b>a</b>) Newag Impuls belonging to Koleje Dolnośląskie—visible floor level at the entrance of 760 mm, extended sill of 550 mm, and platform of 190 mm, (<b>b</b>) Newag Impuls—extended sill at the platform of 750 mm at Wrocław Główny station (Poland), (<b>c</b>) Bombardier Talent 2 belonging to S-Bahn Mitteldeuschland—extended sill at 550 mm platform at Leipzig MDR (Germany) stop, (<b>d</b>) Stadler Citylink Chemnitz—example of tram-train with two sliding sills, where one is extended, while the other is visible as the yellow edge below the floor at the entrance.</p> Full article ">Figure 9
<p>Summary of passenger platform heights for operational points of Wrocław Railway Junctions in 2023, according to data from [<a href="#B63-infrastructures-08-00179" class="html-bibr">63</a>], on the basis of OpenStreetMap data.</p> Full article ">Figure 10
<p>Possible change in platform edge position: (<b>a</b>) typical in L + P system—by adjusting the position of the track, vertically and horizontally (green lines—rails, white arrows—adjustment direction), (<b>b</b>) typical in L + P system—by adjusting the position of the platform plate (red box), vertically and horizontally (red arrows), (<b>c</b>) non-typical in the example of Wrocław Główny station—shifting the edge plate (red box) upwards and towards (red arrows) the track (slab track, not adjustable in the range required).</p> Full article ">Figure 11
<p>Changes in the number of platform edges with specific heights.</p> Full article ">Figure 12
<p>Changes in the number of operational points (stations and stops) with standard edges.</p> Full article ">
21 pages, 2232 KiB  
Article
Evaluation Methodology of the Railway Stations Using the AHP Method in the Transport Hubs from the Freight Transport Point of View
by Adrián Šperka, Juraj Čamaj, Milan Dedík and Zdenka Bulková
Infrastructures 2023, 8(12), 177; https://doi.org/10.3390/infrastructures8120177 - 10 Dec 2023
Cited by 2 | Viewed by 2044
Abstract
Currently, it is necessary to support not only public passenger transport at the expense of individual car transport but also to ensure the modal split of goods from road transport to railway transport. Moreover, it is important to modernize the railway infrastructure, especially [...] Read more.
Currently, it is necessary to support not only public passenger transport at the expense of individual car transport but also to ensure the modal split of goods from road transport to railway transport. Moreover, it is important to modernize the railway infrastructure, especially hubs and other important railway stations in important settlements and big cities. Therefore, it is necessary to constantly invest in railway lines as well as railway stations. The contribution deals with the determination of the methodology for the evaluation of railway stations in freight transport based on current scientific publications and the AHP method. Its main goal is to determine the size of the peak on the network-railway station on the infrastructure manager’s railway network. One of the benefits is the subsequent determination of the next procedure from the given peak in terms of operation, considering the economic complexity of the entire procedure. The methodology is preceded by an extensive analysis of input data in Slovakia and abroad. This methodology defines the parameters or factors that influence decisions for a particular railway freight station. Subsequently, based on the proposed methodology, a practical application is also developed, within which four railway stations on the ŽSR network are evaluated. In a broader sense, the contribution also points to improving the quality of railway infrastructure in cities. Full article
(This article belongs to the Special Issue Railway in the City (RiC))
►▼ Show Figures

Figure 1

Figure 1
<p>The selected Slovak railway stations.</p> Full article ">Figure 2
<p>Process of developing the methodology.</p> Full article ">Figure 3
<p>Graphical representation of the railway undertakings evaluation.</p> Full article ">Figure 4
<p>The flowchart of the proposed methodology.</p> Full article ">Figure 5
<p>Railway station numbers on the ŽSR network (2015–2020).</p> Full article ">Figure 6
<p>Transport performance decrease of carriers in railway freight transport (2015–2020).</p> Full article ">

Review

Jump to: Research

13 pages, 505 KiB  
Review
The Potential Role of Railway Stations and Public Transport Nodes in the Development of “15-Minute Cities”
by Michał Wolański
Infrastructures 2023, 8(10), 141; https://doi.org/10.3390/infrastructures8100141 - 5 Oct 2023
Cited by 4 | Viewed by 2736
Abstract
In 2016, Carlos Moreno proposed the concept of “15-minute cities” based on the principles of proximity, diversity, density, and ubiquity. In fact, he re-formulated (“re-invented”) some of the already existing planning principles, making them recognized and desired by non-professionals. Moreno, however, paid little [...] Read more.
In 2016, Carlos Moreno proposed the concept of “15-minute cities” based on the principles of proximity, diversity, density, and ubiquity. In fact, he re-formulated (“re-invented”) some of the already existing planning principles, making them recognized and desired by non-professionals. Moreno, however, paid little attention to the external connectivity of neighborhoods, assuming that most needs would be satisfied locally. This paper aims to discuss the concept of “15-minute cities” from the transport planning point of view and investigate how the concept can contribute to such planning. The research review conducted in this paper suggests that similar actions in the past caused a modal shift from the use of cars to public transport, rather than a radical limitation of total transport needs. To simplify, if a neighborhood is well designed, people are more likely to walk, ride a bike, and use public transport, but the majority will still commute outside of the neighborhood for work. In the metropolis of the ideal “15-minute city”, Barcelona, the majority of the inhabitants travel to work either by car or public transport, which proves that they need to move outside the neighborhood. This leads us to the conclusions that (1) “15-minute cities” should incorporate the transit-oriented development concept and include public transport nodes, such as railways or underground stations, as the central point of walkable, multifunctional neighborhoods, and (2) railway/underground station planners should pay more attention to the creation of a proper mix of services at and around the stations according to “15-minute cities” principles. In the future, there should also be more emphasis on re-allocating workplaces to neighborhoods, as well as on researching the actual impact of the (improved and current) “15-minute cities” design on transport volumes. Full article
(This article belongs to the Special Issue Railway in the City (RiC))
►▼ Show Figures

Figure 1

Figure 1
<p>Workday modal split in the Barcelona metropolitan area according to the 2022 workday traffic survey [<a href="#B24-infrastructures-08-00141" class="html-bibr">24</a>].</p> Full article ">Figure 2
<p>Structure of work/school trips of aged 16+ inhabitants in the Barcelona metropolitan area according to the 2022 workday traffic survey (calculated by the author based on [<a href="#B24-infrastructures-08-00141" class="html-bibr">24</a>]).</p> Full article ">
Show export options expand_more Show export options expand_less
Select all
Export citation of selected articles as:
 
Displaying articles 1-8
Back to TopTop