ALGORITHM FOR THE ASSESSMENT OF HEAVYWEIGHT AND OVERSIZE CARGO TRANSPORTATION ROUTES

BackgroundPersonal transportation in urban areas is characterised by different transportation technologies with significantly varying properties regarding usability, infrastructural requirements and environmental impacts. This characterisation motivates the objective evaluation of mobility solutions, based on different criteria. State of the art evaluations in the scientific literature mainly focus on one specific criterion at a time. The most common criteria investigated are found in energy demand or equivalent fuel consumption. Other parameters include the traffic space demand or mean velocity as a reference for the user-related criterion “travel time”. Since different modes of transport show various potentials in different criteria, an interesting point for scientific research is consideration of the different criteria in a more comprehensive evaluation approach. To address this issue, the aim of this study is to present a new approach for an objective evaluation and comparison of different transport technologies under consideration of pre-defined range of criteria and defined boundary conditions and requirements for personal mobility in cities. Besides technical-oriented aspects like driving range, transport capability and life cycle-related consumption of resources, additional factors influencing user-behaviour and traffic density are reflected. The evaluation method is presented, based on a generated exemplary data collection regarding technical and in-use characteristics of different modes of transport, mainly investigated in the city of Graz, Austria.MethodsThe study focuses on different means of transport, in particular walking, bicycling, the use of powered two-wheelers, passenger cars with different propulsion systems and public transport systems. It is based on the determination of selected criteria, considering ecologic, infrastructural and user-related aspects. With respect to ecologic criteria, the study considers resources and energy consumption as also the resulting CO2 equivalent emissions. The mean velocity and transport capacity are considered in the context of user-related criteria. Traffic space demand is an important and limited resource, especially in urban areas. The present study thus includes the determination and comparison of the relative traffic and parking space demands for the different modes of transport. The evaluation is based on a specifically developed evaluation methodology, considering weighted traffic performance indices, which are also proposed and discussed.ResultsWithin the present study, a database providing specific mobility-related criteria and parameters has been generated, representing technical characteristics and the effects of the use of different vehicles and means of transportation in urban areas. The illustrated results allow an objective evaluation of a broad range of different means of transportation and vehicles, based on introduced “weighted traffic performance indices” (WTPI).ConclusionsThe study contributes to a discussion of transportation technologies and allows a derivation of measures for further research topics to face future intra-urban mobility demands. This represents a basis for decision making on the priorisation of the most suitable transport systems for urban areas. It is shown that the motorised individual passenger transport as dominated by the use of private passenger cars in particular represents today the most inefficient form of inner-urban mobility.

In this paper, we construct a multicommodity international trade spatial price equilibrium model of special relevance to agriculture in which exchange rates are included along with policy instruments in the form of tariffs, subsidies as well as quotas. The model allows for multiple trade routes between country origin nodes and country destination nodes and these trade routes can include different modes of transportation and transport through distinct countries. We capture the impacts of exchange rates through the definition of effective path costs and identify the governing multicommodity international trade spatial price equilibrium conditions, which are then formulated as a variational inequality problem in product path flows. Existence results are established and a computational procedure presented. The illustrative numerical examples and a case study are inspired by the impacts of the war against Ukraine on agricultural trade flows and product prices. The modeling and algorithmic framework allows for the quantification of the impacts of exchange rates and various trade policies, as well as the addition or deletion of supply markets, demand markets and/or routes, on supply and demand market prices in local currencies, and on the volume of product trade flows with implications for food security.

The main direction for improving the efficiency of cargo transportation is the implementation of combined road-rail transportation. The difficulty in of solving this problem arises from the various conditions that occur when transporting goods by different modes of transport. There are several options for organizing transportation, namely: Option 1 - transporting goods to the railroad, transshipment and further transportation by rail, Option 2 - transportation by road in parallel with rail. The aim of this research is to develop a mathematical model for combined transportation on the transport network, using both road and rail transport with transshipment from one type of transport to another. The research was conducted using the methodology for dual problems of linearly constrained optimization, makes it possible to establish the existence and finding a solution to the stated problem. The results of this work can be used in information systems for decision-making by cargo shippers regarding route selection in the field of cargo transportation under conditions of competition or interaction between different modes of transport.

The use of methodological techniques for choosing the route of cargo delivery during intermodal traffic of containerized cargo based on construction of the network schedule for transportation in supply chains is considered. The basis of the network schedule, each of the paths of which corresponds to certain ways of cargo delivery by different modes of transport and their combinations, is the sequential summation of work from the initial event of formation of the consignment to the final event - its delivery to the final consumer. Each work allows you to take into account two important indicators corresponding to the time and cost of its execution, and the full path allows you to determine the present cost of cargo transportation and the lost benefit in the delivery process associated with the duration of the cargo in transit. This algorithm is demonstrated by the example of the transportation of house-hold appliances by different modes of transport on the Shanghai - Moscow route. As a generalizing determinant of the choice of the priority direction of transportation, a summary indicator is used, minimizing time, cost and present value under conditions of uncertainty, taking into account the criteria of Laplace, Wald, Savage and Hurwitz. The presented algorithm serves as a tool that allows decision makers, participants in the transportation process and other concerned parties (owners of infrastructure and rolling stock, freight forwarding and operator companies, cargo owners) to reliably assess the effectiveness of transportation options in supply chains and adequately respond to possible shifts in changing conditions throughout the period of fulfillment of contractual obligations.

It is very important to balance different modes of transportation. This paper analyzes the maximization of general benefit of transportation which is based on bi-level programming model, when there are many different modes to be chosen by passengers. This model may avoid wasting transport resources while there is fierce competence between different modes of transportation. The bi-level programming model of traffic equilibrium network flow between cities may be solved by the algorithm of simulated annealing. There are several characteristics of China passenger transportation such as long distance, huge traffic flow, strong temporal and regional, because of the feature of geographical conditions and the economics of China. Recently, central government and local government tried their best to develop the different types of transportation. But there are still many problems which are results of the uncoordinated situation between different departments of government. This paper aims to coordinate different resources and rationalizes Chinese transportation. Si Bingfeng and etc. (2004) construct model of transportation separation modes with the integrated transportation and analyses the behavior of transportation selection with several modes of transportation. Tian xiaoyan (2006) analyses the diversification of traffic flow with different modes of transportation, when some conditions of transportation change. Chen huajian, Wei bangcheng and etc. (2003, 2008) study the optimization tickets price of railway, the traffic flow of integrated transportation network and optimization railway market by bi-level programming model.

The importance of Transport-related Physical Activity in chronic disease management is increasingly recognized. Previous studies have reported relationships between different modes of transportation and the risk of osteoarthritis (OA), but the conclusions across studies have been inconsistent. Body Mass Index (BMI) has been shown to be directly associated with different transportation modes and is also a significant risk factor for OA. Therefore, our study aims to investigate the causal relationship between different modes of transportation and OA, mediated by BMI, using Mendelian randomization (MR) and mediation analysis. Genome-wide association study (GWAS) data for different transportation modes were extracted from the IEU openGWAS database as exposure data. GWAS summary data for BMI were used as potential mediator variables, and OA data from the IEU openGWAS database were used as outcome data. A two-sample, two-step MR analysis was performed using the Inverse-Variance Weighted (IVW) method to investigate the causal relationships between different modes of transportation and OA, as well as the mediating role of BMI in these associations. Supplementary analyses were conducted using the weighted median method and MR-Egger regression. Cochran's Q test was used to assess heterogeneity among the SNPs, and the MR-Egger intercept test was applied to examine horizontal pleiotropy. The MR analysis revealed significant associations between transportation modes and the risk of OA. Cycling (OR = 0.568, 95% CI = 0.325-0.991, P = 0.047), public transportation (OR = 0.584, 95% CI = 0.426-0.802, P = 0.0009), and walking (OR = 0.497, 95% CI = 0.376-0.657, P < 0.0001) were negatively associated with OA risk, whereas driving (OR = 1.19, 95% CI = 1.018-1.385, P = 0.029) was positively associated with OA risk. Mediation analysis indicated that BMI partially mediated the causal relationship between cycling, public transportation, walking, driving, and OA risk, with mediation proportions of 69.6%, 31.9%, 25.0%, and 39.8%, respectively. Cochran's Q test indicated some heterogeneity among the SNPs included in the analysis, and the MR-Egger intercept test suggested no evidence of genetic pleiotropy. Genetically predicted walking, cycling, or public transportation use was negatively associated with the risk of OA, whereas driving increased the risk of OA. BMI mediated over 25% of the causal relationship between different transportation modes and OA. Not applicable.

Problems of providing transport security of Ukraine: regulatory background

&amp;lt;p&amp;gt;&amp;lt;strong&amp;gt;Summary&amp;lt;/strong&amp;gt;&amp;lt;/p&amp;gt;&amp;lt;p&amp;gt;This study aims to quantify the combined effect of changing emissions and population activity in the estimation of urban population during the first COVID19-lockdown measures in the beginning of the year 2020. While most studies focus on the impact of changing emissions in concentration reductions due to lockdown measures, we identified the additional change in population exposure for three different cities in Europe, when taking into account the change in population activity in a dynamic urban population exposure model. The results show that population exposure is underestimated by up to 8% for NO&amp;lt;sub&amp;gt;2&amp;lt;/sub&amp;gt; and by up to 29% for PM&amp;lt;sub&amp;gt;2.5&amp;lt;/sub&amp;gt; exposure, when neglecting the change in population activity.&amp;lt;/p&amp;gt;&amp;lt;p&amp;gt;&amp;lt;strong&amp;gt;Introduction&amp;lt;/strong&amp;gt;&amp;lt;/p&amp;gt;&amp;lt;p&amp;gt;The lockdown response to the coronavirus disease 2019 (COVID-19) has caused an exceptional reduction in global economic and transport activity. Many recent measurement and modelling studies tested the hypothesis that this has reduced ground-level air pollution concentrations as well as the associated population exposure and health effects, especially in urban areas. Although Google and Apple mobility data is utilized in such air quality modelling studies to derive changes in emissions, the mobility data is not used to reflect changes in population activity patterns. Nevertheless, neglecting the mobility of populations in exposure estimates is known to introduce substantial BIAS; especially on urban-scales. Therefore, we identified the additional change in population exposure for three different cities in Europe (Hamburg - DE, Li&amp;amp;#232;ge - BE, Marseille - FR), when taking into account the change in population activity in a dynamic urban population exposure model.&amp;lt;/p&amp;gt;&amp;lt;p&amp;gt;&amp;lt;strong&amp;gt;&amp;lt;span&amp;gt;Methods&amp;lt;/span&amp;gt;&amp;lt;/strong&amp;gt;&amp;lt;/p&amp;gt;&amp;lt;p&amp;gt;&amp;lt;span&amp;gt;To model the impact of (1) changing emissions and (2) the change in population activity patterns in our multi-city exposure study, we applied mobility data as derived from different sources (Google, Eurostat, Automatic Identification System, etc.). The aim is to quantify the BIAS in air pollution (PM&amp;lt;sub&amp;gt;2.5&amp;lt;/sub&amp;gt;, NO&amp;lt;sub&amp;gt;2&amp;lt;/sub&amp;gt;) exposure estimates that arises from neglecting population activity under COVID-19 lockdown conditions. We applied the urban-scale chemistry transport model EPISODE-CityChem (Karl et. al 2019) and the urban dynamic exposure model UNDYNE (Ramacher et al. 2020) in the European cities Marseille (FR), Li&amp;amp;#232;ge (BE) and Hamburg (DE) in the first six months of 2020. Based on flexible microenvironment definitions for different surroundings (based on the Copernicus UrbanAtlas) and modes of transport (based on OpenStreetMap), the UNDYNE model allows for a flexible application of population activity in European urban areas. This feature was used to evaluate and compare a set of emission and activity scenarios.&amp;lt;/span&amp;gt;&amp;lt;/p&amp;gt;&amp;lt;p&amp;gt;&amp;lt;strong&amp;gt;&amp;lt;span&amp;gt;Results&amp;lt;/span&amp;gt;&amp;lt;/strong&amp;gt;&amp;lt;/p&amp;gt;&amp;lt;p&amp;gt;&amp;lt;span&amp;gt;Compared to non-lockdown conditions, the derived lockdown activity profiles showed substantial additional changes in the total exposure of the urban population in all cities with up to 8% for NO&amp;lt;sub&amp;gt;2&amp;lt;/sub&amp;gt; and by up to 29% for PM&amp;lt;sub&amp;gt;2.5&amp;lt;/sub&amp;gt;. The analysis of estimated exposure in the different microenvironments home, work and transport reflects the changes in population activity with increasing exposure in the home environment and decreasing exposure in the work and transport environments. Due to the general high reduction of population exposure in transport activities, a significant change of exposure for different modes of transport was not observed.&amp;lt;/span&amp;gt;&amp;lt;/p&amp;gt;

Personal Exposure to Ultrafine Particles According to Different Environments and Modes of Transport in Schoolchildren: Results from a Spanish Cohort in Valencia

This chapter explores mobility practices in the context of leisure travel. It analyzes the representations of different modes of transport in two classics of travel writing, Bernard Dadié’s Un Nègre à Paris (1959) and Tété-Michel Kpomassie’s L’Africain du Groenland (1981), and then moves on to novelistic representations of holidaymaking in Simon Njami’s African gigolo (1989) and Kidi Bebey’s Mon Royaume pour une guitare (2016). The last section of the chapter focuses on Felwine Sarr’s contemporary travel chronicle La Saveur des derniers mètres (2021). In this chapter Afroeuropean mobilities are topographically somewhat varied, ranging from Kpomassie’s Arctic destination to French provinces and other European cities in Njami’s and Bebey’s texts, and, eventually, beyond Europe altogether in Sarr’s travelogue. The chapter highlights the role played by different modes of transport in the construction of the meanings of the destination, on the one hand, and the figure of the traveler, on the other. Modes of mobility and transport contribute to the texts’ poetics of mobility by means of changes in narrative rhythm and speed (Dadié and Kpomassie), through plot and character construction (Njami and Bebey), and, finally, as a wholesale organizational narrative structure (Sarr).

The article analyzes the actual problems of prospects of logistical support of transportation of products. Automobile, railway, aviation and water modes of transport, which function and develop according to different rules and criteria, based on their departmental interests and priorities, were investigated. Conquesting and retaining competitive advantages is relevant for any mode of transport in our country at this stage of economic development. The main directions for strengthening the state transport policy which is necessary to supplement and adjust the actions of market mechanisms in order to ensure the effective, public­interest formation of the state transport system and the transport services market, were formed in this article. A possible solution to the problem is the unification of hundreds of medium-sized and small motor transport companies and freight forwarding companies in one place - a multimodal transport and logistics center with the provision of logistics services. This will attract new investment in the country's transport infrastructure and increase the level of logistics services. The object of study - the process of logistical support for transportation of products. The purpose of the study is to analyze the problems of interaction and competition between different modes of transport in the modern conditions and to identify possible directions for their solution in the transport of goods and passengers in order to ensure stable economic development, satisfaction of the needs of the population and social production. Methods of research - methods of economic, system and comparative analysis. On the basis of the analysis of the interaction of different types of transport, it was discovered that during this time the cardinal transformational processes from the socialist plans to market relations and infrastructure development took place in the state economy. The specificity of activity of different modes of transport is that they not only interact, but also compete with each other in the provision of transport services. There is a big competition at the interstate level for the transit of goods. It is proved that for further growth of grain export, it is necessary not only to improve the logistics of transportation, but also to develop the infrastructure of the country. It would be appropriate to consider at the state level the possibility of prioritizing the transportation of agricultural products by different modes of transport during the peak period and to develop programs to encourage the construction of modern grain storage facilities in port areas and at the borders of Ukraine with neighboring countries. Expected assumptions about the development of the object of study - a logistic approach for sustainable economic development is proposed, conquesting and retaining competitive advantages which will allow to promptly take into account changes of the environment, to respond to the behavior of competitors and consumers, that is, provide for and form demand and supply in the prospective plan. That is why it is necessary to carry out complex measures aimed at transforming any company into a successful commercial enterprise, which will provide high-quality transport services. In general, the strategic goal is to solve three main tasks: to reduce the company's expenses, increase its income and ensure the maximum safety of movement and safekeeping of cargoes during transportation both on the territory of our state and abroad. KEYWORDS: LOGISTICS, COMPETITIVENESS, TRANSPORTATION OF RODUCTS, THE TRANSPORT SYSTEM OF THE COUNTRY, LOGISTIC SYSTEM, STATE TRANSPORT POLICY.

Urban traffic is closely related to the daily life of the public,and air pollution in the traffic microenvironment has become a public health problem that cannot be ignored.This paper reviews the comparative studies of air pollutant exposure levels among different modes of transportation in multiple cities in China.By comparing the exposure levels of pollutants among different modes of transportation,this paper provides a reference for protecting the health of the public in daily transportation and selecting targeted control measures.

Freight transportation is closely related to economic development. Freight transportation will promote economic development, and economic development will also promote the growth of freight transportation. Therefore, quantitative analysis of the relationship between the two has certain research significance. This article explores the correlation between the two stages and different modes of transportation through coupling analysis, cointegration analysis, and gray correlation analysis based on the data from 1989 to 2018 of freight transportation volume and GDP. The study found that, overall, the growth of freight volume has a certain role in promoting economic growth, and the correlation between different modes of transportation is different. Among them, the correlation between water transportation1 and GDP is the strongest, and civil aviation is the weakest. The correlation between highways and GDP is stronger than that of railways, and railway freight transportation still has certain development potential under the conditions of green transportation and the "promoting railway instead of highway transportation" environment and transportation policies. According to the analysis, it is expected that the growth of freight volume will continue to drive economic growth in the future, but different modes of transportation will lead to different functions. Therefore, while continuing to maintain the development momentum of the freight transportation industry, adjusting a more reasonable transportation structure will be more conducive to China's economic development.

Spatial distributions of homes for journeys to work by different modes of transport

Psychological research into the functions of different modes of transport has identified three main functions: instrumental, symbolic, and affective. However, no consensus has been reached regarding the relationship between them. Results from six focus groups show that emotional consequences are associated with both instrumental and symbolic functions of different modes of transport. Instrumental characteristics implying positive and negative emotions are temporality (journey time) and versatility (availability of use), mainly. Emotionally-charged symbolic characteristics are linked to self-expression (expression of identity) and social categorization (status and prestige). Implications for the functional structuring of different modes of transport are discussed