Transport Nodes Research Articles

Spatial Continuum in History: Pier Buildings on the Bosphorus and Golden Horn, Istanbul

Pier buildings along the coastline of Istanbul City, an ancient city surrounded by the sea on three sides, serve not only as vital transportation nodes but also as hubs for cultural and social life. As an embodiment of their respective topography and culture with distinctive characteristics in terms of location and architecture, the historical pier buildings are incorporated into the social, cultural, and historical fabric of the city. It is important to protect and preserve these buildings and develop sustainable tourism policies for sustainable cultural heritage management. Accordingly, the present study investigated 36 pier buildings in Istanbul using a comprehensive map analysis and on-site discovery. The study results suggested that these buildings preserved their authentic identities and spatial continuum, despite several renovations over time. Today, some of the pier buildings in Istanbul have additional functions, including serving as cafes, libraries, and sightseeing spots along with their transportation functions, contributing to the reinforcement of social interaction and social ties. The study results helped suggest key inferences on how these buildings should be preserved and carried into the future in the scope of urban planning.

Planned stitching, practical suturing: assembling community voices and mobilisation across difference in Johannesburg’s corridors of freedom

The City of Johannesburg’s Corridors of Freedom (CoF), launched in 2013, were intended to cut across the economically and racially divided city using infrastructure and interventions in the built environment around new transport nodes. Undertaken in haste for political reasons and projected to be delivered as swiftly as possible, those driving this mega project oversaw substantial consultation exercises, but provided relatively few spaces for direct engagement to shape the project. This paper presents the experiences of a team of engaged-researchers, a long-standing NGO in partnership with University-based scholars jointly investigating the CoF development process. Interested in the ways in which the CoF initiative sought to ‘stitch’ the city together, our contribution to the project was to engage with different communities, clarify their different experiences with participation in the Corridors development and explore the possibility of collaboration across these different communities. Using the conceptual framework of stitching and suturing, the paper, in two parts, interrogates the roles that engaged partners can have in complex and diverse communities and our ability to support engagement. We reveal the limitations of engaged research when faced with political and institutional cycles that do not synchronise with the research projects, and point to the cleavages and disruptions that result when the local state does not systematically incorporate the needs and lived realities of its residents.

Thailand’s Kra Canal: economic feasibility and expert perspectives on its complexity

PurposeAsia is one of the most important economic regions of the world. The Kra Canal is considered as a potential maritime transportation node in global trade. Indeed, for centuries, a canal across the Kra isthmus in Thailand has been proposed as holding significant economic and logistical benefits through goods transfer and exchange, yet it remains unconstructed. Common tools in feasibility studies are PESTELE and SWOT analyses, which incorporate cost-benefit and value analyses. The purpose of this paper is to assess the feasibility of the Kra Canal using approaches to complement existing studies.Design/methodology/approachIn this paper, we combine quantitative and qualitative methodologies to holistically assess the feasibility of the Kra Canal. Quantitatively, we consider the economic feasibility of the canal using Net Present Value to evaluate its potential financial benefits. Qualitatively, we then present expert perspectives gathered from in-depth interviews with field experts (n = 20) to identify key aspects of complexity related to the economic, political and overall feasibility of the canal.FindingsWe discuss the possibility of the canal’s construction and describe possible future impacts the canal could have on the region geopolitically, for example, in its role in China’s One Belt One Road initiative and also in how Singapore and Tanjung Pelapas in Malaysia might react. Ultimately, we find significant complexities with the Kra Canal project, ones which anyone contemplating its construction would, we argue, be wise to consider.Originality/valueThis paper combined qualitative and quantitative methods to explore the economic, political and overall feasibility of the Kra Canal. The methodologies and findings supplement past relevant studies and help evaluate the economic, political and overall feasibility of the Kra Canal’s investment project. This is particularly timely considering its potential ability as a route given recent geopolitical events and, for example, as part of China’s Belt and Road initiative and its ability to reduce carbon and sulphur emissions.

Size-dependent translocation and lymphatic transportation of polymeric nanocarriers post intraperitoneal administration

Intraperitoneal (i.p.) administered nanomedicine has been widely applied in the clinical treatment of intra-abdominal diseases and preclinical pharmacological investigations. However, current understandings about the in vivo fate of i.p.-administered drug remains controversial owing to lack of reliable investigation tools. This work presents a nanoparticle-labeling strategy based on aggregation-caused quenching (ACQ) probes in the second near-infrared (NIR-II) window, which can eliminate the interference of unbound probes and allow for non-invasive tracking of nanoparticles in deep tissues. Our results strongly evidence a size-dependent absorption and biodistribution of the i.p.-administered polymeric nanocarriers (PNs) with particle sizes ranging from 30 to 1000 nm both in vivo and ex vivo, and moreover provide a clear visualization of lymphatic transportation and lymph node retention of integral PNs. Importantly, our findings suggest that small particles (≤30 nm) are favorable in systemic therapies due to their rapid absorption and high concentration (>19 %ID mL−1) in circulation, while large particles (over 1000 nm) are meant for localized treatment of abdominal diseases. Besides, the high retention of 200 nm nanoparticles within lymph nodes indicates their promising role in cancer vaccines and lymphatic diseases including lymph node metastasis.

Project Proposal for the Reconstruction of the Intersection at Nauky Avenue and Kultury Street in Kharkiv

Abstract. Urban infrastructure plays a crucial role inthe development and functioning of modern cities. As cities grow, the pressure on transportation networks increases, leading to congestion, higher accident rates, and environmental degradation due to vehicle emissions. The intersection of Nauky Avenue and Kultury Street in Kharkiv is a key transportation node that requires reconstruction to address these challenges. The reconstruction project aims to improve traffic flow, enhance road safety, and reduce environmental impacts in line with modern standards of urban mobility and sustainability. By adopting innovative transport solutions and infrastructure improvements, the project seeks to create a safer and more efficient urban environment for all road users. Problem. The intersection of Nauky Avenue and Kultury Street in Kharkiv is a key transportation hub that handles significant traffic and pedestrian flows. The problem lies in the overloading of the transport network, high accident rates, and the need to improve the environmental situation due to significant emissions of pollutants. Goal. The aim of the study is to develop a design proposal for the reconstruction of this intersection, considering the improvement of road safety, traffic efficiency, and the reduction of environmental impact. Methodology. To achieve the goal, an analysis of current traffic flows, accident assessment, and research on modern traffic management methods and environmental standards was conducted. Approaches for implementing intelligent transport systems and improving conditions for pedestrians and cyclists were explored. Originality. It is proposed to implement adaptive traffic lights to optimize traffic, create separate lanes for cyclists, upgrade pedestrian crossings, and equip public transport stops. This will reduce congestion, improve road safety, and promote the development of sustainable urban mobility. The scientific novelty lies in the implementation of comprehensive solutions to integrate all road users, including cyclists, pedestrians, and public transport, using the latest technologies and environmental standards. Practical value. The results of the study have significant practical value for improving the transportation infrastructure of Kharkiv, enhancing safety, and improving the environmental situation

Correlation Analysis between Walking Permeability and Walking Effort (Case Study Terminals in Bandung City)

Abstract Bandung was chosen as a pilot area for Indonesian Mass Transit (MASTRAN) project to increase urban mobility and accessibility. With this MASTRAN project, public transportation nodes should be accessible by all modes, one of which is walking. However, in urban areas in Indonesia, walking activities are still not an option. According to some studies, this is caused by the lack of walking infrastructure and environment feasibility. Therefore, the quality of pedestrian infrastructure and environment must be improved to make these public transportation nodes easy for pedestrians to reach. In this case, walking permeability and walking effort assessment are chosen as tools to assess the pedestrian walkability. By doing these assessments, it is found that Kiaracondong Station has the largest average WPDI and WPTI values with values of 1.48 and 1.90 respectively. In addition, it is found that The South Bandung Station has the biggest walking effort index which value is 1.66. By analyzing both assessments, it can be concluded that the increase of WPDI tends to increase WPTI. Besides, it also can be concluded that stations have higher time increments than bus terminals due to an increase in the distance required for pedestrian access to the main terminal entrance.

Strategi kompetitif untuk meningkatkan Minat Pengguna bus batik solo trans Kota Surakarta

The role of public transport as a community choice in mobility is determined by public interest, it is the Government's goal to make people switch from private vehicles to public transport to continue to be improved. Surakarta City has 2 (two) adequate transportation nodes with Tirtonadi Terminal and Solo Balapan Station which are now integrated with a connecting bridge to facilitate the community to travel. Batik Solo Trans Surakarta is a feeder transport service that serves 6 (six) corridors in 2020 which are determined through the Decree of the Mayor of Surakarta. The Batik Solo Trans bus model is ¾-shaped and can carry 20 passengers, with facilities for passengers with disabilities, the elderly, pregnant women and mothers carrying children. Every year the number of Batik Trans Bus service corridors increases but inversely proportional to the occupancy rate of the number of passengers decreases, therefore a competitive strategy is needed with on line transportation that already exists in the community. Based on the results of previous research, it was found that the decline in user interest in Batik Solo Trans Bus was caused by the lack of optimal service of Batik Solo Trans Bus in Surakarta City and the decline in people's purchasing power determined by ATP and WTP. The research objective is to analyse the strategy to increase the interest of public transport users in Surakarta City. The research method is to conduct a literature study technique with analysis using SWOT. Strengths and weaknesses are in terms of strengths, namely 1) The rate of economic growth is increasing; 2) The unemployment rate is decreasing, and the weaknesses are 1) Public transport users are declining; 2) Competition with online transport is increasing.

Kombinasi Model Trip Generation-Modal Split (G-MS) Dalam Perencanaan Bus Bandara Terintegrasi

The modal split model can be varied to other model in the concept of four step models transportation. This approach model can be varied depending on the purpose of transport planning, such as the modal split planning process which is carried out at the trip generation calculation stage, and in this process the movement of public transport can be directly separated from private transport with the assumption that someone who will travel can choose the model that is influenced by socioeconomic valiable. The model combined experiment (G-MS) was carried out on the route to and from Jambi’s Sultan Thaha Airport, which is one of the transportation nodes that plays an important role in regional development in Jambi City. The aim of this research is to analyze potential demand using a combination of the Trip Generation-Modal Split (G-MS) model. Based on the results of the analysis using the binomial ratio logit model with the value Y = Proportion of passengers/days. The passenger distribution area is devided base on zones where the zones that have the potential to be passenger gathering point are zone 9, zone 10 and zone 11. Calculation of the chi-square test (goodness of fit test) shows that the calculation X2 value is 11.583 and the table X2 is 14.067 because X2 count <X2 table, then H0 is accepted which means the observation results are the same as the average model results so that model validation is declared successful, so this research can be used to calculate passenger demand to plan airport buses.

Compound climate change risk analysis for port infrastructures

Ports serve as essential nodes for coastal and maritime transportation and are key sources of income and economic activity in coastal zones. This significance, combined with their location in coastal areas, which are prone to climate-driven impacts, makes them highly susceptible to climate change effects. In this work, a climate change risk assessment methodology for port infrastructures that is focused on compound events analysis is presented. This approach is based on a spatial high-resolution probabilistic framework that enables the evaluation of port performance evolution under the effects of climate change. This assessment draws from a multimodel characterization of the evolution of several climate drivers for different emission scenarios and time horizons. It accounts for multiple port infrastructure risks and considers the compound effects of climate drivers and the interdependencies of infrastructures as complex systems. Performance indicators are developed for the physical assets and services at port locations on a highly granular scale, thus allowing port managers and planners to allocate reserves and develop adaptation plans that reduce climate change risks in the operations of maritime transportation nodes based on port performance forecasts. The methodology is implemented in two case studies set in the northern coast of Spain, demonstrating its applicability and replicability among several locations and scales.

Effects of ground transport on the presence of heavy metals in selected honeybee products.

Honeybees are insects very sensitive to environmental pollution and at the same time very good indicators of the pollution levels for certain types of pollutants. The morphology and ethology of these insects make them perfect vectors for dust and substances, including heavy metals produced by anthropic activities or naturally generated and deposited on foraged flora. When bees are raised to produce foods such as honey and pollen, they can easily transfer pollutants collected from contaminated flower affecting the quality of these products. However, depending on geographical location of the apiaries and their distance from pollution sources, the risk to contaminate bee products can be higher or lower requiring deep investigations. In this study, two apiaries were built near ground transport infrastructures and used as monitoring stations for investigating heavy metal presence in beehive products such as bee wax, pollen, and honey. Another apiary was placed between these two locations at a distance of 500 m from each one and used as central node to asses possible diffusion trends. Parallel, air quality was monitored in the proximity of each apiary to verify the air pollution of the environments close to these sites. The results of the study suggest that the presence of the highway and the train station affected the levels of heavy metal presence in the apiary products. Air quality near apiaries was also negatively affected by ground transport, especially in proximity of the highway. Wax resulted significantly more polluted in the apiary close to train station with elements such as Al, Zn, and Ni, while honey and pollen were significantly more polluted in the proximity of the highway with elements such as Al, Fe, Cu, and Zn. Honey was the product suffering less the contamination by heavy metals while pollen was the worse. In conclusion, the presence of transportation nodes determined a higher accumulation of heavy metals in beehive products respect the apiary placed in between, suggesting to pay particular attention in the site selection for the placement of apiaries to protect both bees and human health.

Fostering Local Urban Centers in relation to district train stations as part of the transition from a post-industrial to a sustainable city: a case study of Katowice

The research problem investigates the application of the concept of local urban centers (LUCs) in transforming post-industrial cities into sustainable cities. The subject of the study is Katowice, undergoing a transition towards modern services, while also grappling with an industrial legacy that results in an imbalance of development processes. The idea of LUCs, developed in relation to existing and new district train stations, based on the concept of the 15-minute city, was proposed by the authors within the Katowice development strategy and further tested within the Urban&Business Lab workshops. The research showed, that although in a model approach, service concentration points and public transport nodes should be closely linked, in the existing conditions of Katowice, they almost always deviate from the ideal model. Nevertheless, in each of the cases analyzed, elements of functions and spaces can be observed that have the potential which have the potential to foster LUCs.

Border controls and (im)mobilities: experiences from a public transport node

The Öresund Bridge between Sweden and Denmark was opened in 2000, allowing both road traffic and fast commuter trains to travel between Malmö and Copenhagen. Various agreements have long facilitated passport-free travel. However, at the end of 2015, temporary border controls were first introduced. This paper aims to provide a deeper understanding of portrayals in the news media and everyday mobility experiences relating to border controls, with a special focus on Hyllie Station in the city of Malmö, in southern Sweden. The article is based on a compilation of the way Hyllie Station has been depicted in the news media for a deeper contextual understanding combined with a public participation GIS dataset focusing on the safety and security experiences of public transport nodes. Hyllie station, border controls and the presence of security personnel are depicted in different ways and at different levels. The complexities of life are intensified due to the daily cross-border commute and extra time required by border controls. The issue of mobility justice is raised, and the interrelationship between power and mobility becomes more and more tangible. Hyllie is a traffic node wherein the barriers of mobility and immobility become blurred, and power is displayed on different levels.

Hydrogen corridors in Europe: strategies and countries involved

The European Union and other countries worldwide have identified fossil-free hydrogen as a key resource for implementing the transition to a low-carbon economy. The European Commission, which had already emphasised the importance of the hydrogen economy within the Green Deal Industrial Plan, has recently quantified the import target for 2030, 2024, and 2050. Unlike oil and gas reserves, renewable energy and green hydrogen have numerous potential producing or supplying countries; therefore, identifying trading partners requires several research and policy initiatives and the adoption of both technoeconomic and political criteria. The purpose of this study is to investigate the prospect for the development of future hydrogen energy corridors and how European states are organising their political and transport strategies. These strategies design international transport and logistics chains that include the entire hydrogen value chain (production, export, storage and consumption). A new transport and logistics structure is expected for the energy distribution of this vector. Networks and transport nodes will be substantially involved in anticipation of an increase in demand for this type of energy carrier, both in the vicinity of ports, due to industrial demand, and within ports, for the transport and storage of this resource, assuming the increasingly central role of energy hubs and making their role more and more complex, going beyond the classic connotation of intermodal nodes.

THE BASIS OF THE FORMATION OF THE STRUCTURE OF TRANSPORT AND INTERCHANGE NODES WITH A SYSTEM OF SERVICE FACILITIES

In the article, the author conducted an analysis of scientific researches on the organization of the structure of service facilities within transport interchanges. It was found that there are a number of works devoted specifically to transport and interchange nodes without a service structure. Such researches has been done for airports, railway stations and bus stations. There are several works devoted to the organization of service facilities within the transport hubs of urban public transport and airports in the structure of aerotropolises. There are several researches devoted to general proposals for the organization of ancillary service facilities in locations of public activity. Based on the research, the author made a number of proposals for the formation of transport hubs within the city. Among other things, the principles of the formation of transport hubs, the main conditions for their location in the city and possible restrictions on their location are described. Among the analyzed works, there was no formulation of principles for organizing service facilities in the structure of transport hubs. Further research by the author will be directed in this direction.

FORMATION OF THE STRUCTURE OF TRANSPORT AND TRANSFER NODES OF THE HIGH-SPEED RAILWAY NETWORK

On the basis of a systematic approach, the prospects for forming the structure of high-quality rubber in Ukraine are analyzed. The structure is examined on three hierarchical levels: regional, local, object. The regional structure to improve living standards and economic efficiency is proposed to be formed in three stages. With the help of variable design and analogues, promising routes and lines of program implementation are identified. At the local level, the main regional transport hubs of Ukraine were analyzed and the structures of the high-grade liquids in them were included. On the objective level, the functional skeleton of two types of transport nodes has been identified. Possible ways to improve comfort have been analyzed. The fragmented structure can become a butt for accomplishing similar tasks within other world regions.

Women’s Mobility Challenges and Solutions in Mexico City

Feminist urban theory sustains that the built environment symbolizes and perpetuates patriarchal power relations; because cities were originally designed as industrial hubs dominated by men, they are hostile to women by design. This theory is exemplified by Mexico City, where women face a unique set of challenges while interacting with the built environment, especially in regard to urban mobility. The city is designed without consideration of womens’ specific needs, such as their unique mobility patterns and their needs for illuminated, secure transportation nodes. Car-centric urban design inherently benefits men while putting women - who primarily walk, bike, or take public transportation due to economic inequities - at risk. Additionally, 9 out of 10 women who regularly use public transportation in Mexico City have experienced sexual harassment - a violent manifestation of the patriarchal value that women do not belong in the public sphere. Since 1977, Mexico City has introduced women-only cars on its metro and has since introduced women-only buses and taxis. While these initiatives are crucial to increasing women’s safety and autonomy, they fail to address the root of the issue: the societal values that have allowed a patriarchal built environment to exist.

Factors affecting the formation of the architectural and planning structure of service facilities located at public transport interchange

In the article, the author conducted an analysis of scientific researches on the organization of the structure of service facilities within transport interchanges. It was found that there are a number of works devoted specifically to transport and interchange nodes without a service structure. Such researches has been done for airports, railway stations and bus stations. There are several works devoted to the organization of service facilities within the transport hubs of urban public transport and airports in the structure of aerotropolises. There are several researches devoted to general proposals for the organization of ancillary service facilities in locations of public activity. No researches have been found regarding the determination of factors influencing the organization of service facilities within transport interchanges. Therefore, the author formulated three main groups of factors based on the identified trends and the analyzed project experience. These are socio-technological, natural climatic and technogenic factors. As a conclusion, it can be noted that the first group of factors has an influence on the formation of the list of related services through feedback from the environment and also determines the request for their level of comfort, which, among other things, is put forward to the list of services, the general appearance of buildings and the use of technological equipment. The second group determines the volume-spatial and structural solutions of transport interchanges and service facilities located within them. The third group defines urban planning placement, the use of the latest technologies, including for energy saving, noise and vibration protection, and environmental protection.

Using Kolmogorov Entropy to Verify the Description Completeness of Traffic Dynamics of Highly Autonomous Driving

In this paper, we outline the analysis of a fully provable traffic system based on the Kolmogorov entropy. The completeness of the traffic node dynamics is realized in the form of a nonlinear dynamical model of the participating transport objects. The goal of this study is to determine the completeness of transport nodes based on the Kolmogorov entropy of the traffic trajectories of a node with an unspecified number of actors, like cars and pedestrians. The completeness of a highly autonomous driving detection system describing a traffic node could be realized if the entropy-based error-doubling time of the trajectories of the Euler–Lagrange equation interpreted at the transport junction is less than 1.3.

Measuring the Transit-Oriented Development (TOD) Levels of Pakistani Megacities for TOD Application: A Case Study of Lahore

The urbanization challenges in the megacities of Pakistan necessitate the implementation of comprehensive sustainable development practices to effectively address contemporary urban issues. Transit-oriented development (TOD) is a globally accepted device in achieving sustainable urban development through transport and land use integration. Evaluating the levels of TOD built in present conditions is essential for productive TOD planning, as it enables the prioritization of development interferences. In this context, we utilized a methodology to evaluate the levels of TOD (TOD-ness) present near transportation nodes through a TOD index. It utilizes ArcGIS and spatial multi-criteria analysis (SMCA) to determine the extent of TOD-supporting qualities around a transit node and identifies areas for potential improvements in transit orientation. The methodology was executed in the megacity of Lahore, situated in Pakistan. A TOD index was computed for areas surrounding the 26 LRT and 27 BRT stations along two existing corridors. The findings suggest that the TOD concept is feasible for Pakistani megacities, and urban decision makers can utilize the TOD index results to facilitate urban- or regional-level planning, funding, and investment policies. Furthermore, these findings offer valuable insights into the transportation obstacles and potential opportunities in similar developing cities in South Asia.

Children’s everyday recreational mobilities – growing up in a densifying Swedish small town

ABSTRACT Access to urban open space is of large importance for the child-friendliness of built environments and might also play an important role in children’s sustainable recreational mobilities. Yet, little is known about how children’s everyday recreation and associated mobilities are affected by planning projects and densification processes, where ideas of sustainable mobility often focus on a transit-oriented development (TOD) based on densification in areas around transport nodes. In this study, we examine the current rapid development of a small town in the south of Sweden, affected by TOD ideals. The case is studied through the perspectives of local children aged 10–11, focusing on their recreational mobilities and the current development, using walking interviews. The children described the current projects as happening fast, diminishing their spaces and increasing car traffic without their perspectives being included. Compared to a study conducted 5 years earlier in the same small town, the children appeared to find less places for them and to focus more on formal places programmed for their use. There are reasons to be critical to how densification is being realised in relation to sustainable recreational mobilities, if leading to continuous car dependence but with less access to sufficient and varied open spaces of interest to children. This study also shows the importance of including children of various ages in both research and practice to strive for sustainability.