The focus of traffic safety research has recently shifted from reactive to proactive safety management approaches. In reactive approaches, historical crash data is used to identify accident-prone locations or black spots. However, this approach is inherently reactive, focusing on accidents that have already occurred, requiring several years of accident data. Recently, surrogate safety measures have been adopted as a proactive alternative for identifying black spots. Nowadays, the widespread use of smartphones equipped with GPS systems makes it possible to utilize mobile GPS data to identify accident-prone locations. In this study, GPS-derived surrogate safety measures extracted from smartphone data are used to predict the frequency of potential accident incidences on road segments. On this basis, several Poisson-based statistical models and Artificial Neural Network (ANN) models were developed based on the data collected by smartphones on two carriageways of a long arterial street in Mashhad, Iran. GPS trajectory data, including vehicle speed, acceleration, and location, were collected using a GPS data recorder application installed on the smartphones of drivers and passengers traveling along the carriageway. The results indicated that both the Poisson-based and ANN models can predict crash frequency with reasonable accuracy. However, the ANN model, comprising surrogate speed and acceleration-related safety measures, demonstrated slightly better performance than Poisson-based regression models. The models were then successfully tested for their ability to identify accident-prone segments. Our findings indicated that data obtained from smartphones can be used as surrogate measures for assessing road safety and ranking accident-prone segments along urban roads.

Proper organisation of road transport path is required for the mobility efficiency, for the comfort of road users, and for safety. Road markings are inexpensive road infrastructure features that make road transport easier and safer; their proper selection is very important. For the use in cities, materials must be durable, provide high-friction surfaces for unprotected road users, and be characterised by minimised emissions of volatile organic compounds, low carbon footprint, and curtailed microplastic and particulate emissions. Enhancement of nighttime visibility is usually less important because of external illumination. Because road markings are deteriorating systems, it is necessary to consider all of these requirements from a long-term perspective that includes multiple renewals. To provide materials selection guidelines, several commonly utilised in Europe types of road markings were compared. Durability was assessed based on field measurements of functional properties and evaluation of erosion (i.e. complete abrasion and removal from the roadway surface that results in the release of microplastics), sometimes extrapolations were necessary. The extent of various types of potential emissions was then assessed and global warming potential was calculated. Several parameters, notably skid resistance, had to be excluded because data was either impossible to quantify or absent; uncertainty in the life cycle assessment calculation that could reach even 30% because of its known fallacies should be noted. The outcome demonstrated that the utilisation of road markings that provided the longest service life was the best choice from the assumed long-term perspective; thus, the claim that ‘sustainability is durability’ was supported for the nth time. Specifically, road markings made with cold plastic can be indicated as the most suitable and sustainable for the use in urban spaces at heavily trafficked areas because of their low propensity to abrasion (hence, minimised microplastic and particulate emissions), intrinsic high skid resistance, low emissions, and low overall carbon footprint.

Electrified railways are practically the only mass transport system meeting sustain-able transport requirements of the European Green Deal policy, driving the inter-est, worldwide and in Europe, in constructing new railway lines or modernizing the existing ones. Due to differences between power supply systems in Europe, TSI standards have been issued to make railways interoperable. When a new high-speed rail line is to be built, it uses AC power supply system as it has larger power capac-ity than DC systems. However, in some countries, like Poland, a vast railway net-work is electrified with 3 kV DC. There are plans for intensive construction of new railway lines, building interconnections between the existing ones, or high-speed lines Warsaw-Łódź-Poznań/Wrocław (electrified with 25 kV AC). This raises a problem: which power supply system should be chosen for these new lines: the existing 3 kV DC or the new 25 kV AC? This paper proposes a new approach help-ful in undertaking such decisions for a specific line with the application of multi-criteria analysis (MCA), considering economic and non-economic criteria. Specific circumstances of Polish railway lines (12150 km electrified under 3 kV DC) and other aspects, such as grid network availability, construction time, and usage of the existing infrastructure, are also considered. The novelty of the presented in the paper research is seen in identification and scaling criteria for application in MCA to support decision making (MCDM) which type of a power supply system 3 kV DC or 25 kV 50 Hz is optimal to be chosen for a specific railway line in an area of densely spread existing railway lines supplied by 3 kV DC system. A review and discussion of the available in the literature research on MCA applied for MCDM in area of energy systems is enclosed, when conflicting qualitative and quantitative criteria are to be taken into account. Examples of application of the MCA method to support undertaking decision on type of a power supply for railway lines planned to be electrified are as well presented.

The navigation system for such a vehicle may use hardware solutions that differ in price, functionality, user-friendliness and problems associated with their operation. The navigation of such an off-road vehicle may be based on: GPS, LoRa wireless communication, and IMU inertial units. However, as the first half of 2024 has shown, this system is experiencing significant disruptions. In extreme situations, it may even be disabled (e.g. because of warfare). Where special-purpose off-road vehicles for PWSN are operated in mountainous terrain, especially on rocky ground with various structures, IMUs are particularly susceptible to errors building up during travel. This article addresses the research on the LoRa technology envisaged for implementation in a navigation system intended for this type of vehicle. Given the foregoing premises, it is crucial to determine the possibility of effective exchange of information in the transmitter-receiver system using the LoRa protocol for purposes of communication in difficult mountainous terrain, in the presence of obstacles, and often under harsh weather conditions. The pilot studies discussed in this article were conducted with the above problems in mind. This article formulates assumptions for a navigation system based on the LoRa standard. Based on the studies conducted by the authors, both the implementation validity as well as the advantages and disadvantages of the solution proposed have been described. The research results imply that the solution in question can be treated as an alternative if the GPS signal is either unavailable or significantly disturbed, and its additional features provide significant support for PWSN using off-road vehicles.

Urban rail transit is operated with network scenario mostly. Train routing determines spatial service range on the network, which will affect whether passengers transfer during the trip. Timetable determines arrival and departure time of each train at each station. To achieve balance between demand and supply and enhance service quality, simultaneous optimization of train routing and timetable is of significant importance for rail companies with the network. This will reduce the waiting time of passengers effectively, and the stations where train serve will be convenient for most passengers. However, existing studies in train operation planning with time-varying passenger demand haven’t addressed this aspect adequately. To bridge this gap, we develop an integrated optimization model for the Train Routing and Timetable Problem (TRTP) within a rail transit network, considering the dynamic of passenger demand and passenger path choice. Our objective is to minimize the operating costs for companies and to reduce the total waiting time experienced by passengers. The constrains of TRTP include time constraint, path constraint and train constraint. What’s more, the compatibility of headways on different routings is the focus when modeling. To verify the effectiveness of our proposed model, we conduct a numerical experiment with CPLEX. After that, the results of integrated optimization and staged optimization are compared to show the beneficial of integration with train routing and timetable. Moreover, we devise an algorithm tailored to this problem to solve the model, and a network case study is presented. As a case study, we apply the model to Guangzhou Metro Line 3 to validate its performance further, which is a Y-type line, the most common example of operation with network of urban rail transit in China. The results of our study demonstrate that the proposed integrated optimization model can achieve a reduction in operating costs and total waiting time for passengers effectively, providing convenience for passenger travel.

This article investigates the impact of container yard layout on the cargo handling time of intermodal trains operating at container terminals, with a particular emphasis on the number of stacking layers used in container storage. The study focuses on how varying vertical storage configurations influence the duration of crane loading cycles as well as the energy consumption of transshipment equipment. In addition to the stacking layout, the analysis incorporates several operational constraints that are critical in intermodal rail transport, including the locking pin arrangements on railcars, container gross weights, and axle load limitations specific to intermodal wagons. The theoretical section outlines the fundamental role of intermodal terminals within global logistics and supply chains. It delves into the organization of container storage within terminal yards, highlighting its influence on handling performance and the overall turnaround time of intermodal transport units. Furthermore, the article includes a comprehensive literature review that examines state-of-the-art research on container yard storage strategies, allocation rules, and various optimization approaches aimed at improving yard efficiency. To evaluate the operational impact of different stacking strategies, a simulation model was developed using the FlexSim platform. The model allows for detailed analysis of crane cycle times in relation to stacking configurations, while also accounting for the energy usage of cranes and handling equipment. The simulations were carried out for a range of stacking scenarios to reflect real-world variability and constraints encountered in container terminals. The findings reveal that the relationship between the number of stacking layers and train loading time or energy consumption is non-linear and often counterintuitive. Increasing the number of layers does not necessarily lead to proportional gains or losses in efficiency. Instead, certain configurations may result in operational bottlenecks or increased energy use due to additional crane repositioning and container relocations. The research not only provides quantitative evidence on the operational consequences of yard design decisions but also offers practical insights for terminal planners and operators. These insights can support both short-term operational planning and long-term strategic investments aimed at optimizing terminal performance and sustainability.

The object of research is a pneumatic spring of the spring suspension system for high-speed railway rolling stock. A methodology for full-scale dynamic testing of a pneumatic spring of high-speed rolling stock when interacting with a rail track has been developed. The vertical, transverse, and longitudinal accelerations of the rubber-cord shell of the pneumatic spring of the high-speed rolling stock during trailing and facing directions movement along the turnout crossing crossing are determined. It is established that the average values of vertical accelerations in the trailing direction and facing direction movements are higher than the average values of transverse and longitudinal accelerations. It is noted that the values of the average values of vertical and longitudinal accelerations in the trailing direction movement are 24.6% and 13.9% higher than the average values of the accelerations in the facing direction movement. Equality of the values of the average values of transverse accelerations in trailing direction and facing direction movements is noted. Graphs of the amplitude spectrum and logarithmic damping of vibrations of the rubber-cord shell of a pneumatic spring of high-speed rolling stock are obtained. It is established that the average value of the first natural frequency of oscillations of the rubber-cord shell of the pneumatic spring in the vertical, transverse and longitudinal directions during the trailing direction movement along the railroad turnout crossing is 3.17 Hz, 3.7 Hz and 3.49 Hz, and the logarithmic decrement of the oscillation damping is 0.46 , 0.30 and 0.29, respectively. For the facing direction movement, the natural frequency is 3.45 Hz, 3.56 Hz, and 3.47 Hz, and the logarithmic decrement of oscillation damping is 0.35, 0.41, and 0.31, respectively. From a practical point of view, the obtained first frequencies of natural oscillations for the rubber-cord shell of the new pneumatic spring of the high-speed rolling stock are basic, which will allow further monitoring of the change in the dynamic characteristics of the pneumatic spring depending on the operational mileage of the rolling stock.

The increasing maritime traffic density in the Makassar Strait, particularly due to the development of the Hub Port at Indonesia’s new capital (IKN), necessitates a structured Traffic Separation Scheme (TSS) to ensure navigational safety. This study aims to design a preliminary TSS by integrating hydro-oceanographic data, vessel traffic analysis, and maritime risk assessment. A qualitative research methodology employing case studies and literature reviews was applied. Vessel movement patterns were analyzed using data from the Indonesian Maritime Security Agency (BAKAMLA RI) and vessel tracking applications. Safety assessments were conducted based on historical collision records and probabilistic modeling of grounding, stranding, and vessel collisions. Hydro-oceanographic data, including wind speed, wave height, and tidal currents, were sourced from secondary data and validated using numerical modeling. The findings suggest that the Makassar Strait TSS should consist of two separate lanes, each 3 km wide, with dedicated northbound and southbound routes. The design considers navigational obstacles such as subsea pipelines, offshore platforms, and coral reefs, ensuring safe passage. Hydro-oceanographic analysis confirms that prevailing conditions, including wind speeds below 15 knots and maximum wave heights of 1.25 meters, comply with recommended maritime safety standards. Additionally, statistical evaluations of vessel movement and collision probability indicate that a 3 km-wide channel effectively mitigates accident risks. This study provides an initial framework for optimizing TSS implementation in one of Indonesia’s most strategic waterways. The results highlight the importance of structured traffic management in reducing navigational hazards and improving maritime efficiency. The proposed TSS design aligns with international safety regulations and aims to support the long-term development of the IKN Hub Port as a critical maritime node. However, this study relies on secondary data and does not incorporate real-time traffic monitoring or high-resolution hydrographic surveys. Future research should integrate real-time Automatic Identification System (AIS) data and in-situ hydrographic measurements to refine the TSS structure. Additionally, further hydrodynamic simulations should be conducted to enhance route optimization under extreme weather conditions.

One of the main challenges of contemporary transport policy is to reduce the share of individual means of transport in the structure of transport, i.e., to reduce the number of private cars used as the primary means of transportation. This issue is particularly important in urban areas, where congestion generates significant economic costs and poses specific risks to the environment and air quality, ultimately negatively affecting the health of residents. Over the past decades, many solutions have been developed to support the reduction of car traffic, most of which are implemented in urban areas, including short-term car rental services - car-sharing. As the popularity of such services grows, numerous scientific studies have been undertaken to analyze various social, environmental, or economic aspects related to the practical implementation of these systems. A niche area that still remains underexplored is research directly related to the vehicles that make up car-sharing fleets. Addressing this research gap, this article is dedicated to determining which vehicles, considering the type of propulsion used, are optimal for creating a car-sharing fleet based on, separately and collectively, economic, technical, and environmental criteria. To this end, an original procedure was proposed, taking into account the analysis of secondary data on car-sharing fleets in Poland, expert studies conducted among operators of these services, and mathematical analyses using multi-criteria decision support methods (point method of multi-criteria evaluation, MAJA). The study included vehicles with conventional, hybrid, and electric propulsion. Five vehicles of the same model and brand, each with a different type of propulsion, belonging to the most popular C-market segment in car-sharing systems in Poland, were considered. The analyses made it possible to identify the vehicles best suited to the needs of car-sharing in terms of technical, economic, and environmental criteria. The results indicate that under current conditions, considering all evaluation criteria simultaneously, an electric-powered vehicle is the optimal solution. When vehicles were evaluated from the perspective of one of the strategic objectives, plug-in hybrid vehicles dominated. Such vehicles proved to be the most advantageous solution, whether only economic or technical criteria were considered. Electric cars, followed by plug-in hybrid cars, are the best choice when decisions are evaluated from an environmental perspective. The proposed method serves as a decision-making guide for implementing or modernizing fleets in car-sharing systems, which can be used by car-sharing operators to organize their vehicle fleets, as well as by city authorities in selecting car-sharing service providers whose fleet meets their expectations.

The paper focuses on the analysis of the environmental impacts related to the production, operation, decommissioning of vehicles as well as servicing and repairs of cars in real conditions of their use. The authors’ presented mathematical model that was implemented in original numerical program EN-VEHICLE that enables the analysis of energy consumption and emission loads related to material inputs in the entire life cycle of a passenger car. It is a tool from the Life Cycle Assessment category that aims at the effective inclusion of environmental impacts in the decision-making process. The developed program allows for a quantitative interpretation of the calculation results in terms of the environmental safety in each of the phases and throughout the life cycle of the vehicle, taking into account the possibility of supplying the vehicle system with additional material streams derived from recycling and recovery, and introduced both during the construction phase and during the car operation phase. In the presented tool, linear algebra and matrix analysis were used in modeling the vehicle life cycle system. The results of the implementation of the mathematical model were presented in the form of a regression function that allows for approximation of selected empirical data. The regression analysis was used to verify the material characteristics. The tool can be used for a comprehensive comparative assessment of the environmental impact of a passenger car from different production periods. In addition, it can be used to forecast the environmental effects of changes in the material structure determining the production technology and, consequently, having a significant impact on the entire life cycle of the vehicle as well as energy and ecological parameters.