Intermodal Stations Research Articles

Impact of Dry Port on Seaport Competitiveness

Ports play an important role in connecting individuals in need of logistics services with organizations that provide logistics services. Rather of being merely transshipment hubs. Ports have recently evolved into integrated logistics centers with a continuous transport chain, with these developments primarily relying on the supply chain systems of major port operators. Though changes impact terminal handling traffic, rising quantities have increased job pressure, as well as congestion levels and dwell periods in terminal areas. The dry port model relies on a seaport which is directly connected to inland intermodal stations, where freight may be rotated immediately to the seaport in intermodal loading units. This research investigates the influence of vessel growth on port competitiveness and investigates integration between seaports and dry ports to counteract the huge increase in ship size at seaports. To achieve this goal, a survey was conducted to measure the relationship between dry ports and seaports. This paper also illustrates how the vessel expansion is associated with reduced operational efficiency, congestion, limited capacity and infrastructure support, outdated guidelines for existing port development, and the urgent need for additional investment in spatial development, and human resource development.

Impact of Dry Port on Seaport Competitiveness

Ports play an important role in connecting individuals in need of logistics services with organizations that provide logistics services. Rather of being merely transshipment hubs. Ports have recently evolved into integrated logistics centers with a continuous transport chain, with these developments primarily relying on the supply chain systems of major port operators. Though changes impact terminal handling traffic, rising quantities have increased job pressure, as well as congestion levels and dwell periods in terminal areas. The dry port model relies on a seaport which is directly connected to inland intermodal stations, where freight may be rotated immediately to the seaport in intermodal loading units. This research investigates the influence of vessel growth on port competitiveness and investigates integration between seaports and dry ports to counteract the huge increase in ship size at seaports. To achieve this goal, a survey was conducted to measure the relationship between dry ports and seaports. This paper also illustrates how the vessel expansion is associated with reduced operational efficiency, congestion, limited capacity and infrastructure support, outdated guidelines for existing port development, and the urgent need for additional investment in spatial development, and human resource development. Keywords: Dry Ports – Competitiveness – Seaports – Vessel size

A decision model for high-speed railway express systems

With the rapid development of high-speed railway (HSR) networks, HSR express systems are becoming one of the most promising logistics systems. Such systems rely on road transportation to connect customers and railway stations in the HSR networks. HSR express systems also provide four main freight services such as arriving today, arriving the next morning, arriving the next day, arriving the day after tomorrow. This paper investigates a network planning and freight allocation problem for HSR express systems that considers decisions on intermodal station selection, vehicle assignment in road transportation, and freight flow organization. We also take into account factors such as the varying demand for different types of freight services and the uncertain capacity of high-speed trains in various scenarios. A two-stage stochastic programming model is proposed to minimize the total operational cost, which consists of fixed costs and variable costs, in random scenarios. To solve the problem, a metaheuristic algorithm is proposed that is validated by numerical experiments. Some sensitivity analysis on numerical experiments and a case study on the high-speed railway express systems of the China Railway Nanchang Group are conducted, the results of which yield useful managerial insights for practitioners.

Transit Oriented Development (TOD) typology

Transit-Oriented Development (TOD) Typology is becoming increasingly significant as our planet urbanises. It promotes an environmentally sustainable development, eases mobility, increases real estate value, encourages healthy lifestyles with activities such as walking, and improves neighbourhood through place-making by making it safer. In short, TOD Typology makes a city worth staying in. Although there are a number of studies available, TOD which primarily focuses on developing countries is still undiscovered. This research paper aims to identify the TOD indicators and the mechanism of inter-modal stations to integrate various modes of transport in Bandar Penggaram, Batu Pahat. The method used in this research was mixed method using a survey, observation, and document review to obtain accurate data. A survey was conducted by distributing questionnaires to 370 respondents. The observation was carried out by assessing using a checklist in the research area. Meanwhile, the document review was conducted based on the document obtained from Majlis Perbandaran Batu Pahat (MPBP). Through the data analysis of the checklist assessment and document review regarding the identification of TOD indicators and mechanism of intermodal station via the SPSS software, the results indicated that density, land use, walkability and cyclability, access and accessibility, interchange stations and system integration are deemed suitable and have a great potential to improve the development of TOD typologies. These elements are useful and provide benefits to passengers or users, pedestrians, and cyclists. This paper would be beneficial as it provides a new insight and guidance for the government and the authorities to improve current practices and also for future research to conduct similar studies related to TOD typology.

Design as if bus stops mattered: exploring the potential role of public transport stops in the urban environment

Public transport stops are commonly considered just as functional elements of the transport system. Their design is based on technical parameters and standardisation. Nevertheless, public transport stops can play an important role in the urban environment. Indeed, they can concur to generate and enhance public spaces. However, the idea of transport infrastructures as urban places in all respects is chiefly referred to major railway, metro or intermodal stations. Ordinary public transport stops are as widely spread throughout the city as neglected by urban designers and by the scientific debate. The article explores how the potential role of public transport stops as shaping features of the urban environment is dealt with in the scientific debate, shows some examples that express this potential and proposes five design principles. Public transport stops can undoubtedly concur to shape the urban public space but this potential has been overlooked.

Железнодорожный вокзал будущего

The article provides a comparative analysis of international and Russian experience in the transformation of railway terminals. International practice places intermodality or functional compatibility of vehicles as the key element of the modern transport system in the framework of the “City-hub” “door-to-door” project. Specific examples of large intermodal stations in Europe and China are given. In Russia, the regulatory framework and most scientists focus on the reconstruction of existing railway station complexes and the creation of transport hubs based on them. Examples of transport interchange hubs in the city of Moscow are given. Based on the analysis, conclusions on the formation of intermodal transport interchange complexes in Russia are formulated.

Analysis of Heat and Smoke Propagation and Oscillatory Flow through Ceiling Vents in a Large-Scale Compartment Fire

One question that often arises is whether a specialized code or a more general code may be equally suitable for fire modeling. This paper investigates the performance and capabilities of a specialized code (FDS) and a general-purpose code (FLUENT) to simulate a fire in the commercial area of an underground intermodal transportation station. In order to facilitate a more precise comparison between the two codes, especially with regard to ventilation issues, the number of factors that may affect the fire evolution is reduced by simplifying the scenario and the fire model. The codes are applied to the same fire scenario using a simplified fire model, which considers a source of mass, heat and species to characterize the fire focus, and whose results are also compared with those obtained using FDS and a combustion model. An oscillating behavior of the fire-induced convective heat and mass fluxes through the natural vents is predicted, whose frequency compares well with experimental results for the ranges of compartment heights and heat release rates considered. The results obtained with the two codes for the smoke and heat propagation patterns and convective fluxes through the forced and natural ventilation systems are discussed and compared to each other. The agreement is very good for the temperature and species concentration distributions and the overall flow pattern, whereas appreciable discrepancies are only found in the oscillatory behavior of the fire-induced convective heat and mass fluxes through the natural vents. The relative performance of the codes in terms of central processing unit (CPU) time consumption is also discussed.

Criterios de localización de estaciones intermodales: propuesta para el Área Metropolitana de Caracas

The public transport systems of the Metropolitan Area of Caracas (AMC) operate independently, generating duplication of routes, informal transfer areas, increase travel times, conflicts with non-motorized modes and deterioration of the public space, among others. Within the framework of sustainable mobility, intermodal stations have the potential to facilitate the physical integration of transport modes and contribute to the solution of the existing problems. However, there are no available studies that analyze the location criteria of intermodal stations in the AMC. Based on the state of the art, the application of a semi-structured survey directed to experts and the development of a workshop of professionals, criteria for the location of intermodal stations applicable to the AMC are defined, classified and ranked. Besides, a proposal for the location of these stations in the city is designed. It is concluded that the AMC would benefit from the implementation of these stations and that the identified criteria are relevant and applicable to the study area. In addition, it is proposed that the intermodal stations are linked to the Metro system and located where access to different modes of transport is maximized, in line with updated mobility policies.

Multimodal Transportation Network Modeling Based on the Generic Second Order Modeling Approach

The generic second order modeling (GSOM) approach to vehicular traffic flow combines the traditional kinematic description of traffic with dynamic equations for vehicle attributes. The GSOM model provides a unifying framework for many models in the literature. This framework includes tools such as local supply and demand, discretization, variational formulation, and generic intersection models.The object of the paper is to extend this approach to multimodal modeling of transportation networks. In multimodal networks two connected but distinct flows co-exist: vehicular and passenger flow. The main idea of the paper is to express the passenger flow as the flow of a specific attribute: the passenger load of vehicles, the unit of which is expressed in passengers per vehicle. Supplementary attributes pertaining to passengers can be added: destinations, activity plans, information availability, passenger category, and so forth. Intermodal poles, stations (bus, taxi, train), and intersections are modeled as nodes. It is shown that the stock variables associated to vehicles and passengers satisfy a system of conservation equations (on links) coupled with a system of ordinary differential equations (in nodes). Boundary conditions and numerical methods are proposed for the resolution of the model. Some examples are given, notably a method for managing a major incident on an automatic train line. The method uses most elements of the model in order to define the control strategy: passenger and train dynamics, station models, and local traffic supply and demand analysis.

History, architecture, and heritage in the railway station of Almería (1892-2017)

Most of the life cycle of the railway infrastructures is singularly long-lived. Thus, in the case of the reference buildings, as is often the way with the travellers buildings, their use far exceed the century. In addition, many of these stations were born in the 19th century with a symbolic representation load with which they have not still parted. This is the reason why many analyses referred to railway heritage are emotionally charged. In our study of the case, the railway station of Almeria, 125 years after its construction, the building remains without use since in 2000 was replaced by the attached intermodal station, which has led at present to an intense debate on his preservation and reuse. It is a building that, despite possessing singularities and architectural relevancies of great interest, the process of patrimonial protection is unfinished being a clear threat to the integrity of the building. As it is exhibited in the text, despite the modesty of the railway company that built it, the building stands out on most of the principal stations of Spain. We do a brief managerial note of the company that entrusted its construction and later we study closely the architectural program of the building, the different interventions carried out and the current situation of the heritage protection.

Integration of Transportation Stations as Intermodal Stations

Ease of transfer between different modes of public transportation within the stations is a significant contribution to the movement that can be provided by transportation industries to develop solutions of integrated transportation. It is future integrated multimodal transportation, to make public transportation more enjoyable and interesting, in addition to passenger transportation and future movement of goods are also depend on multimodal transportation The importance of interchange promotion between multimodal as a basic feature of passengers buildings in modern Railway Stations the Research problem:" concedered about the gab of knowledge in the integrated of railway stations within intermodal transportation system in order to operate these stations efficiently, functionally, environmentally and socially".. The importance of this research is: the role of integrated multimodal transportation stations and the extent integration functional, environmentally and operationally, where this integration plays a major role by giving the expressionistic and Iconic. the hypothesis formulated from this problem is: the integrated railway stations are huge and multi-facilities of activities which works such a cities by one-system consists of the several systems integrated with each other in planning and a design that making integrated this building with other transportation stations as Intermodal Transportation systems within operation systems in planning and design levels, and posative action with environment functionally and operationally.

Joint analysis of intermodal long distance-last mile trips using urban interchanges in EU cities

Abstract This paper provides an analysis of long-short distance passenger interconnectivity in the European context. The analysis is based on the results of the project HERMES (EU 7th FP). In order to gather information about the barriers to intermodality, a series of interviews to stakeholders were carried out and complemented with surveys to passengers. Their outputs show weakness and strengths of four intermodal stations: Gothenburg Central Station (Sweden), Avenida de America Interchange in Madrid (Spain), Lleida-Zaragoza railway stations (Spain), and Part Dieu Intermodal Station in Lyon (France). The stakeholders’ surveys highlighted the main management features and characteristics of interchanges. The survey conducted to passengers gave an insight into the key requirements of long-short distance intermodal services. Passenger surveys provided information about the trip and their socioeconomic characteristics. In addition, they rated the importance and satisfaction of a series of aspects. This paper identifies the most relevant elements of each interchange -their weakness and strengths. These findings consider both providers’ and customers’ perspectives. The most common weakness in terms of management is the lack of internal coordination among operators, managers and decision makers, which influences the quality of the information provided to passengers. The strengths of each interchange depend on the customers’ personal profile. In some cases, the availability of a variety of cheap urban transport services is the most valued characteristic. In other cases, customers prefer good quality and comfortable facilities. Those findings are consistent with the outputs of other EU funded projects like NODES and City-HUB that provide guidelines to the design and management of interchanges in response to travellers’ desires and expectations.

Estructura de la estación intermodal Bir Mourad Raïs (Argel)

In this article the most significant features of the Bir Mourad Raïs Intermodal Station, in Algiers, are described, as well as the most important aspects of the structural design and the characteristics of the analysis, in particular those corresponding to the consideration of the seismic action. Eventually the dimensioning of concrete elements, especially box and sheet walls, is explained, establishing the ductility requirements and the calculations performed to verify its fulfillment.

Decreasing fare evasion without fines? A microeconomic analysis

Fare evasion is a problem in many public transport systems around the world. Policies to reduce this problem are generally aimed at improving control systems and increasing fines for offenders. In this paper, we attempt to identify the joint impact of different variables explaining fare evasion using an econometric study. The variables found to be statistically significant are the level of inspection, the proximity to a Metro or intermodal station, the bus occupancy level, the period of the day, the geographic location and number of passengers boarding and alighting at each bus stop, among others. We propose a novel approach to perform cost-benefit evaluation in order to help authorities increase the cost-effectiveness of ticket inspection strategies on a given time horizon. We obtain new evidence that indicates that inspection strategies can be cost-effective even when evaders are not given a fine.

Landscape and Infrastructures: Design Issues for the Integration of Parking Areas in Non-urban Contexts

This work represents a critical review of a selection of significant parking area projects chosen within the contemporary international context, aimed at discussing the role of parking architecture conceived as an opportunity to reinvent non-urban landscapes. Such an issue is part of the very topical broader theme of relationships between infrastructure and landscape, and of the various space and time scales on which landscape is perceived. Nowadays designers have to deal with several parking design opportunities related to the construction of intermodal stations, airports, shopping malls, industrial areas, as well as natural, cultural and leisure parks. Even if these places and design themes have now become usual, they still require an appropriate and original design research. Parking areas, besides their specific original function, can represent gardens and public spaces lying between the city and the countryside, capable of producing new hybrid landscapes blending art, nature and architecture.

Subjective valuation of the transit transfer experience: The case of Santiago de Chile

The still controversial Transantiago public transport system, in Santiago de Chile, has a topological structure that often requires its users to make one or more transfers to reach their destinations. This was rarely necessary in the previous non-integrated system and users reacted with unexpected displeasure when it started even though fare integration in the new system means that transferring involved no extra costs. This study investigates users' subjective valuations of the transfer experience and its associated elements (walking and waiting times), analysing how these vary for different types of transfer combinations. In particular, we determine the relative preferences the following transfer combinations: metro–metro, metro–bus, bus–metro and bus–bus, with emphasis on the importance of various physical characteristics such as information availability, the existence of station escalators and the ability to board the first available bus or train. We also estimate the relative valuation of the different time component values (walking, waiting and in-vehicle) of trips including a transfer, and also derived the penalties users assign to trips that require transferring at intermodal stations during the morning peak hour. The trip time components most heavily penalised were the walking time involved in transferring and the final walking time to the user's destination.

Integrated Multimodel Evaluation of Transit Bus Emissions in Toronto, Canada

This paper investigates transit bus emissions in the city of Toronto, Ontario, Canada, by linking the results of a microsimulation transit assignment model, MILATRAS (microsimulation learning-based approach to transit assignment), with emission factors derived from Mobile6.2C. Emissions were estimated at the level of individual buses during idling conditions at bus stops and on roadway links between stops during the morning peak period. The busiest routes were associated with the highest total emissions as a result of a combination of high ridership and lower speeds; this association confirmed the common wisdom that newer, low-emitting buses should be first allocated to these routes. The highest dwell emissions occurred at intermodal transfer stations (bus to subway and vice versa). On a passenger kilometer basis, the highest-emitting routes were not the busiest, but rather were those with the lowest ridership. In fact, the highest emissions per passenger kilometer were associated with the Airport Rocket, a route that provided service to the airport and was characterized by low ridership in the morning peak period. On average, bus trips in Toronto were about three times more fuel efficient than were private car trips and created 20 times less carbon monoxide pollution. The effects of changing fuel types and fleet age on transit bus emissions were assessed. Implications for bus operations are discussed relative to fleet allocation to minimize total emissions.

Modelling the upgrade of an urban waste disposal system

The waste intermodal station of Clyde, in the city of Sydney, Australia, is in the heart of a complex network of terminals connected by road and rail to transport urban waste from its first collection to its final disposal. The amount of waste the network is projected to handle in 2015 will increase from about 340,000 tonnes/year in 2006 up to about 1.5 million tonnes/year, following population and consumption raise. The paper proposes a discrete-event model to represent Clyde Transfer Station (TS) and its relations with the other terminals. Such a model allows one to evaluate the effects of different expansion plans of the station structures as well as different policies of the collection service. The results show that, as often happens, a careful consideration of management alternatives can decrease the necessity of structural enlargement, which is normally much more expensive, if at all possible.

Private Funding of Intermodal Exchange Stations in Urban Areas

Many municipal governments are seeking ways to promote the use of public transportation in urban areas through investments in new infrastructure. However, budgetary constraints are often an important obstacle to these undertakings. This paper describes the case in Madrid, Spain, of funding intermodal exchange stations with private capital through the concession approach. It is possible to fund urban transport infrastructure in such a way that private profit and social benefit converge. This paper shows that the construction of intermodal exchange stations in Madrid yields important social benefits to all the stakeholders: commuters save travel time, bus companies diminish their costs of operation, abutters gain in quality of life, and society benefits from a reduction of emissions. Simultaneously, the government is able to promote these infrastructure facilities without spending more of scarce budgetary resources. In recognition of these advantages, this paper makes some suggestions for improving upon the present approach.

Multiobjective Optimum Path Algorithm for Passenger Pretrip Planning in Multimodal Transportation Networks

This paper aims to present a multiobjective optimum path algorithm for passenger pretrip planning in multimodal transportation networks. The process of identifying the feasible paths accounts for the delays caused by the different modes and the terminal switching. This algorithm is designed to constitute a component of an integrated web-based information gateway, aiming to provide information to travelers through the Internet for intercity trips using public transport. The algorithm identifies feasible paths according to compatibility of various modes, intermodal stations, and users' preferences. The multiobjective linear programming model that corresponds to this process is presented to prove the efficiency of the algorithm. An implementation for the proposed algorithm is designed, coded, and computationally tested in realistic-size networks. The computational complexity of the algorithm is proven to be polynomial.