ASEAN towards a Global Halal Logistics through the Digitally-Enabled Community

The Association of Southeast Asian Nations (ASEAN) is leading the development of global halal trade and has the opportunity to become a leader in the global halal supply chain, especially in global halal logistics. Given the push towards digital transformation in creating a halal ecosystem and regarding the agenda of ASEAN towards a digitally-enabled economy, this study wants to examine whether ASEAN digitally-enabled community is correlated with ASEAN's chances of becoming a global halal logistics. Through a correlation test, it is found that there is a statistically significant relationship between ASEAN digitally-enabled community, as measured in internet subscribers/users per 100 persons and cellular/mobile phone per 100 persons, and the opportunity for ASEAN to become a global halal logistics, measured in ASEAN GDP, total air cargo, total trade in goods, and international air passenger traffic. This is probably the first study that preliminarily confirms digitally-enabled community is very important to strengthen ASEAN's opportunities to become the global halal logistics.

The functio-spatial structure of airport surroundings: the case of Kraków Airport

The area around Krakow airport is an attractive developmental urban area. The concentration of passenger traffic and the flow of goods is conducive to new development projects. These projects are associated with the operation of airports, as well as new uses which see the proximity of an airport as an additional asset in operating a business based on access to a form of high-speed transport. This paper presents the findings of research concerning the existing spatial structure, transport accessibility and compositional determinants within an area around Krakow Airport, which can be used to assess the phenomena present and formulate principles and trajectories of shaping them in the future. The study was based on an analysis of selected elements of the existing functio-spatial structure, as well as available materials and subject-specific planning documents. Due to the specificity of areas around airports, which undergo dynamic change, it appears key to determine the individual form of development and land cover, that skilfully combines modernity and comfort of use with meshing with the local landscape, featuring a network of linkages and the character of suburban space. The issues present in this area are distinctive of many cities and require coherent land development proposals.

An empirical analysis of driving factors of Xi’an hub economic development

In order to promote Xi’an’s economic development as an export-oriented hub, 7 indicators, including GDP, foreign trade volume, investment volume, passenger transport volume, freight volume, post and telecommunications business income, and the number of industrial enterprises above designated size, are selected to analyze the development of the hub economy through multiple linear regression analysis method. The results show that foreign trade, passenger traffic and post and telecommunications business revenues are significant to the economic development of Xi’an hub. However, the freight volume, investment and the number of enterprises above designated size have not passed the inspection. According to self-organization theory, the countermeasures for Xi’an to develop the hub economy are puts forward.

Organization of coordinated functioning of various types of passenger transport in transport-interchange hubs

The article deals with the organization of high-quality interaction of various types of passenger transport in the transport- interchange hub. Urban and regional interchange hubs are being studied. A methodology based on the use of quantitative methods and implemented with the help of software products (the developed program "Effective transfers" and the well-known simulation modeling programs PTV Visum, AnyLogic) is suggested. This method is applicable for any city and includes 3 stages. At the first stage, the number of passengers in the transport-interchange hubs who transfer from one type of urban public transport to another is predicted; the direction of passenger traffic is determined; urban routes that require schedule approval are chosen. At the second stage, the number of passengers who use the considered transport-interchange hub to transfer from suburban, intercity transport to urban modes of transport is predicted. At the third stage, the schedule of all types of transport is coordinated; the need for rolling stock is determined; passenger traffic is modeled and studied at the hub in order to rationally organize the planning structure of the transport-interchange hub. The obtained scientific results can be used in the design of a system of transport and transfer hubs and planning the placement of transport and social facilities on the territory of the transport-interchange hub.

Determining the optimal location of an urban transport interchange hub

Several possible options for the location of Pyatiletka transport interchange hub in the Samara city district are considered. In order to determine the optimal option, the hub location is compared by several parameters. Such values as passenger traffic, existing routes of urban public transport, priority directions of passenger traffic, and capital investments in construction are selected as optimization parameters. To determine the values of passenger traffic, an analysis of the existing passenger traffic was performed, with its allocation by capacity and routing. The unevenness of passenger traffic by days of the week and periods of the day is determined, the minimum and maximum values of passenger traffic are revealed, as well as its fluctuations over the considered periods. The construction of public urban transport routes allowed to identify the busiest routes and the availability of transport for different variants of the transport interchange hub location. The options of organizing the possible arrival/departure of urban public transport to/from the transport interchange hub are considered. Using the obtained data, a SWOT analysis was performed to determine the strengths and weaknesses of each hub placement option and the optimal variant was selected.

Aspects of design and calculation of a railway track intended for dedicated passenger lines

The article considers issues of application of dedicated passenger lines for intertown and interregional transportation on the railways of the Russian Federation, which in the future will accelerate passenger traffic due to changes in transportation technology, increase the carrying and throughput capacity of railways, reduce construction costs and current maintenance, and optimize the need for infrastructure development. The structures of the track superstructure used for the transportation process at the present time were developed and implemented taking into account the mixed traffic — passenger and freight. Growth of axle loads in freight traffic, as well as the length of trains, presupposes the strengthening (weighting) of the standard structures of the railway track to possibly ensure the guaranteed safe passage of more than 1 billion gross tonnage. At the same time, exclusively for passenger traffic, the typical design of the railway track is redundant and can be optimized in terms of reducing the materials of the track superstructure with a simultaneous change in the configuration of repair schemes and current maintenance conditions. The article presents an assessing the possibility of using a “passenger” track structure on dedicated passenger lines for intertown and interregional transportation according to the criteria of the allowable margin of safety in the environment of fnite element analysis — the most progressive method for calculating structures undergoing complex loading. The article presents the results of calculations of the stress-strain state of a railway track of various confgurations, including promising lightweight versions with R50 rails and reinforced concrete sleepers with under sleeper pads. Based on the calculations performed, recommendations are given for the areas of application of the considered track confgurations from the point of view of permissible stresses in its elements.

Justification of a rational option of development of the highspeed railway according to technical, technological and economic criteria

When a new high-speed railway is designed on the routes with the existing mixed(freight and passenger) traffic, part of the trains can be relocated from the existing railway to thenew one. This will have an additional effect of the increasing current capacity of the existing railway. A method is proposed for justification of a rational option for the development of a high-speedrail on the basis of technical, technological and economic criteria. It is proposed to solve the problemof determining the rational option for the development of a high-speed railway as the problem ofoptimal distribution of resources among the components of the railway, taking into account technical,technological and economic criteria. The result is a set of solutions consisting of options for thedevelopment of each component of the railway, which will provide the maximum systemic effect forthe railway as a whole. Each jth option of the development of the ith component of a high-speed railwaycan be described by three main indicators: the travel time of a high-speed train; capital investmentsrequired to implement this option; and the available traffic capacity of the component. Depending onthe problem being solved, each of the listed parameters can act both as a criterion and as a limitation.Depending on the purposes of the design, it is proposed to consider the problem of determiningthe rational option for the railway development either in the direct or inverse setting. In the first case,the systemic effect is expressed by an objective function that minimizes the amount of necessarycapital investments in the railway infrastructure while ensuring the stipulated travel time of a highspeed train. In the second case, the purpose is to minimize the travel time of the train withoutexceeding the specified amount of capital investment in the development of all components of therailway.The results obtained can be used to justify decisions on the use of single-track components andto determine the rational configuration of single-track lines when high-speed traffic is organized.

Tariff policy offers on the line of magnetic levitation transport

Background: The transport interchange hub meets its fundamental function - the concentration and organization of traffic flows of various types of transport, including individual and passenger transfers, and is of a utilitarian nature. One of the possible solutions is to place not just transfer complexes, but multi-storey structures of this kind. Where the first floor is a distribution pedestrian level, the main task of which is to ensure the transfer of passengers in a comfortable environment. On the next level there are objects of passing passenger service, the three upper floors are "intercepting" parking. With the urban area adjacent to the node, communications are provided through underground pedestrian crossings. Aim: The commissioning of maglev transport lines in places of concentration of growing passenger traffic, which will help to reduce travel time, meet freight needs, improve the quality and increase travel safety when driving on dedicated lanes. At the same time, it is necessary to integrate maglev transport into the transport system of cities. Method: The article defines the goals and objectives of the placement of transport interchange complexes. The article presents a methodology for assessing the location of transport hubs, which consists of three stages. Results: At the first stage, in accordance with the proposed methodology, it is necessary to carry out an integrated assessment of the territories under consideration in order to determine the prospects for their development. At the second stage, it is necessary to analyze the existing transport infrastructure in the region, providing passenger traffic in order to identify areas with the greatest transport accessibility, both in the current period and in the future. At the third stage, on the basis of logistic criteria, the analysis of the transport network in the areas with the highest passenger flows is carried out.