MANAGING TRANSPORT – HERITAGE CONFLICTS IN HISTORIC URBAN CORES:TOWARDS A PLANNING FRAMEWORK FOR INCLUSIVE MOBILITY

The main and important element of infrastructure is transport, therefore, in order to increase the efficiency of public production, it is necessary to develop transport infrastructure, high-quality transport services in order to ensure the connectivity of the economic area. Currently, any country sets a goal – that is the formation of a modern highly efficient transport and logistics infrastructure. Transport needs to be viewed in a dynamic context in terms of its ability to contribute to the economy. The development of transport infrastructure is multidimensional, which depends on many factors. It has several directions, the evaluation of which requires a new approach to the development of new methods that would ensure the objectivity of research in modern conditions. The paper substantiates the need for effective interaction of railway, automobile, river and sea modes of transport in a balanced distribution of cargo flows, reducing transport costs in the price of goods, which will increase the competitiveness of domestic goods on the world market. The authors discuss the main trends in the development of foreign and domestic transport infrastructure. It is concluded that the development of transport infrastructure is possible due to the development, development of methods and methods of high-performance and efficient use of high-tech technologies, innovative forms and methods of organization, information, and digital technologies.

The authors set the goals: to assess the socio-economic importance of construction of intermodal transport infrastructure in the Russian Federation in modern conditions, to analyse the degree of development of issues of assessing the economic efficiency of intermodal aspects. To achieve these objectives, the content of modern strategic documents (such as the Comprehensive Plan for Modernization and Expansion o f Trunk Infrastructure, the Long-term Development Program of JSC Russian Railways until 2025, the Spatial Development Strategy of the Russian Federation, etc.), as well as the dynamics of container traffic volumes and results in construction of new and modernization of existing intermodal transport infrastructure were analysed. Based on this, a conclusion was made about relevance, importance, and prospects of development of intermodal transport infrastructure for both passenger and freight transportation.The degree of elaboration of issues of assessing the economic efficiency of intermodal aspects is analysed, while the historical retrospective of evolution of methods for its assessment within the framework of state or sectoral methodological guidelines adopted in the former USSR and the Russian Federation is considered. When analysing approaches to assessing economic efficiency inherent in a planned economic model, several effects from improvements associated with the development of transport infrastructure and organisation of operation are described. Against this background, the authors reveal the difference between former and new approaches, characteristic of the modern market economy.Through analysis and synthesis, conclusions were drawn for each part of the study. In the final part, using a dialectical approach, the results obtained are compared. Based on this, conclusions were made on the correlation between the importance of building an intermodal transport infrastructure, the degree of development of issues of assessing the economic efficiency of intermodal aspects and the prospects for development of this research area.

Purpose: of the article is a proposal for a methodology for assessing the level of development of Cycling infrastructure in Moscow and a conceptual model of a system for monitoring transport infrastructure.Methods: to achieve this goal, the authors analyzed foreign and domestic experience in the development of the cycle transport infrastructure and methods for assessing its level of development. In preparing the article, the results of content analysis of scientific publications and research reports of Russian and foreign scientists and practitioners who are experts in the field of increasing the mobility of the urban population in megalopolises, in field studies and observations are used. The study is based on the marketing approach, which takes into account the objective indicators of the development of Cycling and the perceived level of development of Cycling infrastructure.Results: increasing the mobility of Moscow residents using environmental modes of transport is an important strategic task of the metropolis. For its successful solution, it is necessary to create a monitoring system that provides control over the achievement of the objectives of the development of Cycle transport infrastructure. The article presents the results of the development of a system for monitoring the level of development of Cycling infrastructure. A system of indicators, which is the basis of the monitoring system, has been developed, and the methodology has been tested. The test results can be defined as initial for the next monitoring Cycle.Conclusions and Relevance: the analysis of international and Russian experience in the development of transport infrastructure of megacities showed a significant interest in the integration of Cycling in multimodal travel of passengers. Active use of Cycling is associated with a change in the transport behavior of residents of the metropolis. This is largely determined by the level of development of the Cycle transport infrastructure. The Cycle infrastructure must meet the demands of citizens, the safety of cycling around the city, as well as other characteristics that provide the attractiveness and convenience of using cycles in the city. The paper proposes a system for monitoring the level of development of Cycling infrastructure. The monitoring is based on the assessment of hierarchical indicators grouped by management objectives. The indicators recommended for use in the monitoring system correspond to the principles of accessibility of information, reflect both subjective and objective factors that characterize the development of Cycling infrastructure, allow to identify local problems of Cycling infrastructure in all areas of Cycling. Testing of the monitoring system confirmed the possibility of its use to support management decision-making on improving the city’s transport system.

Purpose: The aim of this article was to show the significant influence of various types of institutions on the development of railway transport infrastructure. Design/mathodology/approach: The main research method used was the analysis of specialist literature, both domestic and foreign. Findings: It was presented how important an influence institutions have on the development of railway transport infrastructure. It was shown that looking at issues related to the development of transport infrastructure through the prism of the new institutional economy provides a broader and more complete picture of this issue. Orginality/value: The article presents a different perspective on issues related to the development of rail transport infrastructure. It also provides an impetus for further research and analysis of the impact of various types of institutions on the development of rail transport infrastructure. Keywords: New Institutional Economics, transport infrastructure, institutions, railways, state. Cathegory of the paper: Literature review, General review.

In 2024, the People's Republic of China (PRC) turned 75 years old. During this period, there has been a rapid development of China's transport infrastructure, including not only road transport, but also air, water, and rail. The concept of «Chinese speed» has also become synonymous with the development of China. This article examines the history of the development of China's transport infrastructure, as well as identifies the main trends in the development of transport infrastructure, taking into account modern technologies. The article also systematizes China's experience in the application of innovative approaches to transport infrastructure management, in order to determine aspects of the effective functioning of modern transport infrastructure

The purpose of this study is to analyze and explain the influence of public participation and the development of transportation infrastructure towards sustainable transportation and regional development in the city of Medan in North Sumatra Indonesia. This research was conducted by an explanatory approach using primary data with purposive sampling technique method based on criteria of 300 respondents. Data analysis techniques used was SEM (Structural Equation Modeling). The results of this study indicate that public participation has positive influence on sustainable transportation in the city of Medan, the development of transportation infrastructure has positive effect on sustainable transportation at the city of Medan, public participation has positive effect on the regional development in the city of Medan, the development of transportation infrastructure has positive effect on the regional development in the city of Medan, sustainable transportation has positive effect on the regional development in the city of Medan, public participation has indirect influence to the regional development through sustainable transportation in the city of Medan, and the development of transportation infrastructure has indirect influence to the regional development through sustainable transportation in the city of Medan, North Sumatra Indonesia.

As already mentioned in Chap. 2 of this book, the development of major transportation infrastructure and location development (i.e. residential areas, industrial estates, office and retail parks) increasingly takes place in an integrated way. An integrated approach may not only contribute to a better, more sustainable spatial outcome of the development process (from the society’s point of view), but it might also be more efficient, although the increased complexity may have an unintended counter effect on efficiency as well (Van der Krabben et al. 2007). Moreover, in financial terms, the integrated approach also provides new opportunities. Traditionally, the public investments in transportation infrastructure are based on tax revenues. Usually, the according budgets available for transportation infrastructure development are limited and – almost by definition – not sufficient to develop all desired infrastructure. In looking for alternative funding for transportation infrastructure development, governments should try to find a way that allows for efficient economic performance, financial justice, and social facility. When transportation infrastructure and location development are combined, value capturing methods may, to a certain extent, offer an opportunity to achieve those goals (Banister and Berechman 2000; Batt 2001). Here, we define value capturing as a process by which all or a portion of increments in land value, that resulted from the installation of special public improvements or any other actions attributed to the ‘public effort’, are recouped by the public sector and used for public purposes (Smolka 2000; Smith and Gihring 2006). In Chap. 3, Debrezion et al. paid attention to the issue of value capturing especially on how to calculate the increment in property values caused by the infrastructure development, or to be specific a train station. However, there are still questions about whether value capturing might be a feasible method to finance infrastructure development projects and also about the explanation of decision-making process with respect to the implementation of value capturing methods.

The purpose of the article is revealing the problems of development of transport infrastructure of the region from the financial standpoint, analysing modern approaches to the development of transport infrastructure at the regional level and the financial aspects of its support.It was found that public entities and local authorities have difficulties in financing development of transport infrastructure by state structures and local self-government bodies without any support. It was determined that Kharkiv region is one of the regions with the most developed transport infrastructure, which comprises railways, auto transport, and aviation. The region has a developed system of public transportation. It was justified that in order to maintain and develop the infrastructure of Kharkiv region, the strategic directions of the development of the region should be defined and the plan should be developed to attract investment which will have positive influence on the economy of the region. A number of measures must be taken for solving the problems of the transport infrastructure in Kharkiv region, but these activities require investment in the transport industry that cause difficulties in recessionary environments.The set of targets for solving the problems of funding the development of transport infrastructure of Kharkiv region in the context of the Ukrainian National transport strategy for the period up to 2030 has been developed. The comparative description of sources of financing has been considered. As the results, the best option of financing the transport infrastructure has been selected as the combination of budget resources and other sources of funding (funds from international financial organisations, state guarantee loans, funds of investors, PPP). Detailed elaboration of such a mechanism should be the subject of further research in this area.

The article examines the interrelationship between agglomeration management and state transport policy as mechanisms of political governance aimed at addressing strategic objectives in achieving national development goals. The factors contributing to the development of St. Petersburg and the Leningrad region elucidate the particular interest and high demands for the development of the transport system of the St. Petersburg agglomeration as a whole, as well as its transport infrastructure in particular. Based on the results of the study, the main problems facing the transport system of the agglomeration are identified; the primary parameters of the most significant projects (The Western High-Speed Diameter (WHSD), Ring Road-2) are outlined. Additionally, the article highlights other initiatives focused on the development of aviation and railway transport infrastructure, which underscore the necessity for ongoing monitoring and adjustments regarding the prioritization of measures to improve transport infrastructure, accelerate implementation timelines, and engage in political forecasting concerning the development of transport infrastructure, taking into account the synergistic effects derived from the realization of the The Western High-Speed Diameter (WHSD) and Ring Road-2 projects.

The current state, development and transformation of transport infrastructure in urban areas are due to factors such as increased safety, environmental requirements, as well as the provision of new opportunities through the connection of vehicles to the Internet. Connected, Autonomous and electric vehicles have become key areas of development in the automotive industry. By the end of 2020, there will be more than 14 million connected vehicles on the roads of Russia, 3.5 million of which are trucks and more than 10 million personal cars. In this paper, the object of the study is the transport interchange of regional importance as a structural component of a single urban space of the city district of Tyumen, Tyumen region. The authors present the results of theoretical research and practical work on the implementation of geospatial systems and technologies in the design of roads. The features of the design of this object using GIS technologies are considered. The analysis of the database of cadastral information about the object of research in the Unified state register of real estate (usrn) with the use of the Internet portal of the Federal service of state registration of cadastre and cartography - Rosreestr.

The article is devoted to analyzing historical trends and peculiarities of formation and reformation of transport system, infrastructure, logistics and transport in general in the countries of the Visegrad Group – Poland, Hungary, Slovakia and the Czech Republic – in communist and post-communist periods. It is motivated that the solution of transport problems at the interface between the regimes of “real socialism” and post-communism was the initial stage of formation of the current transport system in the countries of the Visegrad Group. This was mainly due to the processes of diversified privatization and deregulation of transport system, infrastructure and logistics, which had a definite effect on the change in the ownership structure of transport, and hence on the further development of transport infrastructure and logistics both in post-communist and post-Eurointegration periods.

As Qin (2016) describes in detail, China's transport infrastructure has been developing at breakneck speed over the past twenty years. Let us compare the speed of China's infrastructure development with that of Japan's. The high-speed rail network in China, which started operation in 2008 with a total length of 672 km, has been extended to 16,000 km in 2014, growing by 70% per annum. Japan's high-speed rail system, or shinkansen, which started operation in 1964, has developed into a nationwide network in 2015 with a total length of 2,618 km. The growth rate of its length was 3% per annum. The speed of urban transport infrastructure development in China's major cities has also been very fast. Beijing's subway system, for example, which consisted of only two lines in early 1990s, has expanded to 18 lines with a total length of 527 km. Tokyo's subway system already had a well-developed network in 1990 with 10 lines. Only three more lines have been added to the network since then, and its total length has reached 300 km in 2015. The length of expressways and high-speed rail per capita in China at the end of 2014 were 0.08 m and 0.01 m, which were 124% and 58% of those in Japan, respectively. The length of subways per capita in Beijing is 107% of that in Tokyo in 2015. Although the development of China's transport infrastructure has been very rapid, the efficiency of travel in China has not improved with the same speed. In August 2015, I took a high-speed train from Guangzhou to Chaozhou. The 2-h ride on the train was more comfortable and faster than the 6-h trip for the same route by car in 2011. However, the total duration of the trip in 2015 was 4.5 h because Guangzhou's colossal high-speed rail station was located far away from the city center and the procedures prior to getting on the train were time-consuming. The efficiency in connecting the city to the high-speed rail is given much less consideration than the speed of the train. In Beijing, even with the building of 16 new subway lines and three more ring roads since the early 1990s, road traffic congestion is much severe today than it was in the early 1990s. The number of vehicles owned by Beijingers has increased by 12 times during the period and that must be one of the main reasons for the current traffic congestion. At least, that was how Beijing municipal authorities diagnosed the problem, and therefore they started to restrict the number of vehicle number plates issued to the public since 2011. However, the number of vehicles must not be the only reason for congestion, because ownership of vehicles per capita in Beijing is 12% less than that in Tokyo, where the incidence of traffic jams is much less than in Beijing. What is markedly different between the two cities is the selection of transportation modes by their citizens. A survey of the transportation modes used by people living in Tokyo's 23 wards conducted in 2008 revealed that trains and buses were the main modes of transportation in 66% of all trips (excluding those made only by walking) made by the respondents, while cars and taxis were the main modes in 14% of all trips. A similar survey conducted in Beijing in 2009 revealed that trains and buses were the main modes in 37% of all trips, while cars and taxis were the main modes in 41% of all trips. If such preferences for transportation modes remain unchanged, the problem of road congestion cannot be solved simply by building more roads and subways, and by restricting vehicle ownership. It is necessary to understand the reason why Beijingers prefer driving cars and taking taxies to taking buses and subways. Based on my casual observations, I guess that one of reasons behind Beijingers' preference is again the poor connection of subway stations to urban commercial facilities. In Tokyo, major commercial facilities are located near to rail and subway stations. In Beijing, subway stations are often located far away from commercial facilities. It is not uncommon that only a few kiosks and street vendors are found around a station. The relocation of commercial facilities to places near stations may benefit both the facilities and the passengers, and even change people's modal preferences. In the suburbs of Tokyo, private rail companies developed amusement parks, baseball stadiums, and housing complexes at the end of their network to increase traffic. As a result of a long accumulation of investments in urban facilities made by rail companies, retailers, and developers, which shaped the structure of cities, a rail-centered lifestyle in Tokyo was created. The development of transport infrastructure in China has been so rapid that it resulted in the poor connection between the newly built infrastructure and the existing city centers. It may be necessary for China to decelerate transport infrastructure development and to promote urban development around rail stations, in order to induce changes in people's modal preferences.

The road transport system plays an extremely important role in maintaining and promoting the socio-economic development of the country and localities. The development of transport infrastructure, especially road transport, is an essential factor to facilitate sustainable development. A synchronous, modern and efficient road transport system will have great positive impacts. It helps facilitate the movement of people and goods, reducing transportation time and costs. This helps to enhance connectivity between regions, reduce the development gap between regions, expand the market and create healthy competition. Therefore, in the socio-economic development strategy of the country or locality, investment and development of road transport infrastructure should be considered a top priority. Only with a modern, synchronously developed and advanced road transport system can the country and localities achieve great potentials and benefits in economic and social development.

The purpose of the study is to investigate parameters and criteria the construction of the Beijing expressway for urban planning. The main methods of the study were statistical methods of studying the economic situation, analogy and generalization of the received information. Results. The assessment presented the method and scale of the construction of expressways, the method of construction of auxiliary roads, the method of designing entrance and exit ramps, research on the choice of overpasses for interchanges, as well as the impact of the construction of expressways on the entire urban transport environment. As part of the development of Beijing's transport infrastructure, it is necessary to coordinate the development of Beijing-Tianjin-Hebei transport. It continuing the reasonable construction of expressways. In this article, we presented main measures to improve the ring road that development of transport infrastructure in Beijing, Tianjin and Hebei, and active implementation of information systems in traffic management.

This article considers features of functioning of a modern transport network. Transport is an important area of infrastructure supply for the population and the state economy, the key function of which is the movement of people and goods. The current transport complex is subject to contradictory trends: as an infrastructure industry, transport is located in a position dependent on the production of social goods, and as a special sector of the economy, transport has an important impact on the regional location of production capacity and participates in the process of reproduction part of the system of economic relations. The importance of transport infrastructure in the economy, its development and operating conditions are difficult to overestimate. After all, it is the basis of the supporting framework of territorial social systems of any level. On the current state, level and opportunities for the development of the transport infrastructure depends not only the social and economic growth of territorial economic systems, but also their spatial development. Tourism plays a significant role in the development of transport infrastructure. Europe is one of the most attractive regions for tourists in the world. In turn, Spain is one of the most popular destinations for tourists from around the world as well as for European tourists. Spain plays an important role in tourist traffic in Europe. This is facilitated by its efficient transport and geographical location, developed production infrastructure, as well as historical aspects. Spain is a key country of transit by air and sea with the Americas. The flat terrain promotes the development of road and rail passenger transport across the centre of the country. And given the attractiveness to tourists and direction of tourist flows to the regions of the country, the study of geographical features of transport infrastructure is quite relevant. The peculiarities of the functioning and formation of the transport infrastructure of Spain are considered. The geographical features of the development of the infrastructure of railway, road and sea and air transport of Spain are analyzed. As for the terminals in the regions of Spain, their number also corresponds to the number of airports. Therefore, the largest number of terminals is in the Canary Islands – 9 (all airports have one terminal, except Lanzarote). There are 8 terminals in the airports of Andalusia, where all airports except Malaga have one terminal, in Malaga there are three. The two Madrid airports have 6 terminals, but 5 of them are located at the country's main airport – Madrid-Barajas. Catalonia's airports have 5 terminals, two of which are located in Barcelona El Prat. There are 4 terminals in Galicia – one each in Vigo and La Coruna and two in Santiago de Compostela. There are 4 terminals in Galicia – one each in Vigo and La Coruna and two in Santiago de Compostela. In all other regions, the number of terminals is proportional to the number of airports. An assessment of the level of development of transport infrastructure for tourism in the regions of Spain was conducted. On the basis of quantitative indicators of the analysis of the transport infrastructure of Spain, a point assessment of the level of development of the transport infrastructure of the country’s regions for the needs of tourism was carried out. Administrative units are divided into 5 groups: with the highest, high, sufficient, medium and low level of development of transport infrastructure for tourism. Transport infrastructure is most developed in the tourist regions of the country – Catalonia, Andalusia, Madrid, the Canary and Balearic Islands.