Intermodality

The analysis shows the possible future development prospects for Ro-Ro and Container Traffic in the Port of Ancona, with a view to assessing the potential demand for intermodal transport services to Central and Northern Europe and the technical and market conditions required to launch intermodal railway transport services taking into account: 
 the technical capacity of the railway infrastructure (within the port and the links to the railway backbones towards the Alpine Passes); 
 the railway service requirements; 
 the shunting costs for the wagons to enter and exit the Port.

NASCITA ED EVOLUZIONE DEI CONTAINERS

Una rivoluzione recente quella dei containers e del trasporto marittimo degli stessi, una rivoluzione strisciante che oggi è diventata condizione del benessere, una rivoluzione scarsamente percepita dall’ opinione pubblica sino a che la sua importanza non è apparsa in tutta la sua gravità e implicazioni in occasione dell’ incaglio di una mega-portacontainers nel canale di Suez.
Oggi si parla di portacontainer da decine di migliaia di TEU, numero enorme di “pezzi” la cui movimentazione richiede una organizzazione complessa ma anche capillare, attenta ai minimi dettagli, nonché una attenta gestione tecnico-nautica della nave
Al gigantismo delle “navi madre” che possono solo scalare terminali attrezzati, sempre più specializzati, si è aggiunto il controllo di questi “snodi” da parte  della stesse “mani”, pochi operatori che, abbiamo visto nella “prova generale” del blocco del Canale di Suez, possono mettere in ginocchio l’ economia mondiale, agendo su poche leve di comando.

Come si è giunti a questo? come premessa ad un’ analisi di questa situazione, è utile conoscere come, in pochissimi anni, si sia arrivati a questa gestione degli scambi, in particolare per la parte marittima.

Questo articolo è stato originalmente richiesto, a fini divulgativi,  da Italian Shiplovers per pubblicazione nel dicembre 2020

Travel patterns in urban areas are becoming increasingly complex, and many public transport users need to transfer between different modes to complete their daily trips. Transport interchanges play a key role as urban transport network nodes, and the quality of the service provided
in an urban transport interchange therefore has a direct influence on travellers’ daily experience. This study proposes a useful methodological framework to identify the potential
strengths and weaknesses of urban transport interchanges and to manage resources more efficiently. It is based on a two-step analytical procedure combining the classification and
regression tree model and importance-performance analysis. A travellers’ attitudinal survey was carried out in the Moncloa transport interchange (Madrid, Spain) and themethodological
framework was applied to the data collected. The greatest strengths of the interchange from the users’ point of view are the information provision through signposting, the features of the internal design of the interchange which have a direct influence on aspects related to safety performance, and security conditions, particularly during day-time.

Synästhesie als ästhetisches Phänomen verweist zunächst auf eine Durchdringung der ver-schiedenen Sinne. Die meist in einem Modell isolierter Wahrnehmung untersuchten Sinne geraten hierbei in einen Austausch, wobei sich häufig die Frage nach der Möglichkeit eines aktiven Erlernens jener Fähigkeiten stellt.

Im Mittelpunkt dieses Bandes steht die Frage nach einer in diversen Medien ermöglichten intermodalen Erfahrung. Dieser Punkt ist für den Film, der als multisensorisches Medium immer auch multimodale Wahrnehmung produziert, von grundlegender Bedeutung.
Es geht darum, das Kino und andere Medien als besondere Räume, als Schauplätze zu erkennen, an denen die sogenannte metaphorische Synästhesie ausgebildet wird.

Derrida powerfully critiques a certain philosophical view of language—logocentrism—and the ideal of translation it implies. According to this ideal, the function of language is to express meaning while the task of translation is to find an equivalent expression for this meaning in the target language.

Derrida’s critique consists, first, in showing that logocentrism entails thinking of meaning as radically transcendent to language and, secondly, that such transcendental meanings are impossible. Meaning is necessarily language-like; therefore it cannot anchor language, nor assure the possibility of successful linguistic equivalence between languages. The philosopher John Searle has argued that if we accept Derrida’s claim about meaning, we must also accept the nonsensical view that language is a meaningless game of reference between signifiers without resolution.

According to Derrida, this interpretation of the claim that meaning is textual assumes what it ought to contest: the absolute difference between signifier and the signified. In fact, the signified element is not “outside” the text, depending on language users to give and restore meaning—it is inscribed on the “inside.” Derrida argues that language is “parasitically” structured—or iterable, one set of differential elements encode another, texts are nested in other texts. The difference between signifier and signified, then, is something like the difference between negative and positive space, latent and manifest content, or again, as Derrida suggests between a parasite and host. “Meaning” is the inter-modal effect of differences resonating in other differences.

Deconstructively speaking, translation is not a derivative linguistic practice with respect to establishing meaning but essential and primary. Indeed, texts are defined by their capacity to “translate” heterogeneous texts. More narrowly, deconstructive theories of translation help us to see how the ideal of inter-linguistic equivalence masks the productive role of translation and the power of translational practices to enrich and shape language.

The better quality pdf is downloadible from here: "http://www.leoalmanac.org/wp-content/uploads/2013/07/LEAVol19No3-Mailman.pdf
Through recent artistic practices and technology of interactive systems for music, composition and improvisation have more and more blended and interconnected with each other – a sui generis situation now called comprovisation. The concept of comprovisation applies equally well to the spontaneous generation and manipulation of computer graphics, especially as such graphics are systematically coordinated audio-visually, while being subject to spontaneous manipulation by a performer.
This is explained in terms of the Fluxations and FluxNoisations Human Body Interfaces, interactive dance systems that generate music and graphics spontaneously in response to hand and body movement. They enable spontaneous expressive shaping of coherent complexity and variety. Thus a multi-layered multimodal experience arises. The aesthetic experience of this multimedia spectacle relates to experiences of various prior music and visual art of the 19th, 20th, and 21st centuries, as well as to hypothetical physical realities. Thus a kind of cybernetic phenomenology of art is pursued and enacted through an embodied cybersynthesis of art with simulated alternate reality. Call it a pragmatic speculative realism, an adventurous technoetic ‘what if.’ As compared to more traditional forms of improvisation, the opportunities for risk-taking and aesthetic exploration rise to a new level of uncertainty, as the reactions of the improviser simultaneously draw from and target both visual and aural modalities, such that the intentions toward each fuse together."

As cidades constituem-se como arranjo socioespacial escolhido para trabalho, educação, saúde, lazer e demais dimensões da vida cotidiana no Brasil. Desta forma, a questão da mobilidade urbana torna-se fundamental no contexto das cidades e os planos de mobilidade urbana constituem-se em ferramentas imprescindíveis para a construção do pleno deslocamento da população — fundamental para o exercício da cidadania, desenvolvimento econômico, social e sustentabilidade dos municípios. Este trabalho final de graduação tem por objetivo estudar como devem ser estabelecidos planos de mobilidade urbana para um município de médio porte considerando suas interfaces com a dimensão regional. Para compreensão do tema, foram levantados: (i) referenciais teóricos relacionados à mobilidade urbana, a partir dos marcos legais e das políticas públicas existentes no Brasil; (ii) caracterização dos diferentes modais existentes, bem como a definição de intermodalidade e (iii) planos de transporte e mobilidade urbana implantados no país, a fim de possibilitar uma breve leitura de planos e informações quanto aos seus aspectos positivos, negativos e especificidades. A revisão da literatura possibilitou (a) um entendimento sucinto do que tem sido discutido e definido, por meio de diretrizes e normas sobre o tema no atual panorama brasileiro; (b) a identificação da percepção de que o Brasil tem mostrado uma preocupação crescente em incluir a mobilidade urbana nos processos de planejamento urbano, fato já consolidado internacionalmente; (c) o delineamento de um plano básico e geral de conexões interligando as cidades que compõem a Região Administrativa de Ribeirão Preto; (d) a apresentação de um plano de mobilidade básico e geral para a cidade Ribeirão Preto, tendo como elemento interlocutor o plano de conexões proposto interligando as cidades que compõe a Região Administrativa; e (e) concentrar os estudos em eixo viário específico da Região Norte da cidade, ampliando a escala de detalhamento em função de sua complexidade e problemas de mobilidade detectados durante as etapas de levantamento. O trabalho espera colaborar no desenvolvimento e incentivo de novas análises relacionadas ao tema e os dados coletados poderão ser analisados de maneira mais específica, permitindo maior compreensão sobre cada um dos aspectos levantados.

Este texto fue presentado en el marco del Foro virtual  de análisis: La investigación educativa en tiempos del Covid-19 y tiene como objetivo aportar una reflexión a la pregunta ¿qué lecciones derivadas de la investigación educativa sobre modalidades a distancia y en línea tenemos para poder enfrentar la problemática?

La actual contingencia epidemiológica del COVID 19 reveló que no existen planes de continuidad educativa en las Instituciones de Educación Superior para enfrentar este o cualquier otro contratiempo que afecte a la educación regular. El diseño de planes de continuidad educativa requiere, primero, una nueva noción de organización institucional, de orientación de los recursos y de aplicación de la tecnología digital al servicio del aprendizaje. En otras palabras, requiere una base conceptual sobre la cual puedan construirse otros ámbitos educativos, metodológicos, administrativos, etcétera. Para reflexionar sobre lo anterior, es útil rescatar un concepto propio de la investigación educativa sobre modalidades a distancia y en línea: la Intermodalidad Educativa.

Desde finales del siglo pasado uno de los temas más importantes en el campo de la tecnología educativa fue el diseño de modelos educativos que incorporan aplicaciones tecnológicas de las webs 2.0 y 3.0 con el objetivo de promover el aprendizaje autónomo y personalizado (OECD, 2015). La incorporación de la tecnología digital en las instituciones educativas provocó que los modelos educativos tradicionales sufrieran una transformación radical. Esta transformación se desarrolló en dos fases.

Primero, se consolidó una fase llamada Multimodalidad educativa, que es la reorganización que experimentaron las instituciones educativas al hacer convivir varios modelos educativos en una misma institución para aprovechar las ventajas de la tecnología digital. Estas reorganizaciones han sido, principalmente, administrativas y educativas, y fueron tituladas, en un primer momento como Sistemas Multimodales (Calderón, 2012; García & Calderón, 2009).

En cuanto al término Multimodalidad, los especialistas han dicho que su definición alude a “la idea de que pueden existir diferentes modos para instrumentalizar los procesos de enseñanza/aprendizaje en materia de tiempos, espacios (físicos como la escuela o digitales en la red) y acción educativa” (García & Calderón, 2009, p. 5). En otras palabras, la Multimodalidad Educativa fue una forma de agrupar las diferentes modalidades educativas a través de un sistema de educación que es un soporte de los canales y plataformas, virtuales o reales, donde convergen modelos, enfoques y estilos de aprendizaje equiparables para la construcción de las trayectorias escolares de una institución educativa.

No obstante, recientes estudios han demostrado que el acceso y el uso de la tecnología digital por parte del alumnado resulta en una suerte de “mezcla a conveniencia”. Es decir,  el alumnado hace uso de todos los modelos educativos disponibles y otras aplicaciones digitales que no son, propiamente, educativas (Gros, 2012). Debido a lo anterior, desde hace décadas la atención está puesta en el diseño de modelos educativos muy flexibles que admitan las cualidades de modelos no formales e informales de aprendizaje. El objetivo, no obstante, sería el mismo: incorporar la tecnología educativa digital para formar las competencias digitales en el profesorado y en el alumnado, planear procedimientos de uso de la tecnología y permitir que los usuarios transiten entre modelos educativos con flexibilidad, versatilidad y rapidez (Vásquez & Findikoglu, 2011).  Por eso, una segunda fase de transformación de los modelos educativos se llamaría “Intermodalidad educativa”, y pondría las estrategias de aprendizaje de todas las modalidades educativas disponibles, además de otras aplicaciones digitales que no son estrictamente educativas, al servicio de los ambientes personales de aprendizaje. Por eso, deja de ser relevante la clasificación de los modelos educativos, a saber, a distancia, presencial, en línea, virtual, mixto, etcétera, y se pone la atención en la relación que existe entre modelos para que los usuarios hagan uso de los servicios educativos cuando quieran, como quieran y donde quieran, pero, además, para que puedan usar con igual importancia la información digital y la análoga (Escudero-Nahón, 2019b).

Para tener una base conceptual que permita diseñar planes de continuidad educativa es necesario, entonces, transitar de la Multimodalidad Educativa hacia una Intermodalidad Educativa. Esto tendría como efecto una reorganización administrativa y educativa que admitiría prácticas educativas flexibles, donde el alumnado pueda diseñar su propio entorno personal de aprendizaje de manera autónoma e independiente, pero avalado por la institucionalidad educativa. Ese desplazamiento conceptual permitiría el diseño de planes de continuidad educativa, capaces de ofrecer servicios educativos en el aula, pero también en casa, en situación regular, pero también ante contingencias; en escenarios educativos estables, pero también en escenarios inestables.

La Intermodalidad Educativa permitiría que sus usuarios usen unos u otros servicios educativos según las condiciones del ambiente, es decir, se priorizarían unas u otras aplicaciones digitales cuando cambian rápidamente las condiciones de la educación (Shangai American School, 2020). Los planes de continuidad del aprendizaje contemplan no solo las tecnologías que usará la Institución de Educación Superior para continuar con la enseñanza, sino también cómo será el regreso del alumnado y el profesorado a las instalaciones cuando la emergencia haya cesado (REMS, 2020). Porque no debemos olvidar que, tras la contingencia epidemiológica tendremos en un aula física a un alumnado que se ha vuelto más autónomo en el proceso de aprender, y a un profesorado más diestro en el proceso de enseñar con tecnología digital.

The question of what constitutes media has received little attention in Marxism and where it does, the concept is an empty abstraction. While Marxists have extensively theorized the concentration of mass media ownership, and analyzed mass media content as ideology or propaganda, critical discussions of what a medium is in the capitalist mode of production have been mostly lacking. That is to say, Marxism does not have a media ontology. Media is therefore a critical gap in Marx’s political economy. This dissertation seeks to fill this gap by asking what is a medium in the capitalist mode of production?, answering it with a value-form theory of media and a concept of “capital’s media” that takes the circulation of capital as its starting point. The dissertation goes beyond Marxism’s mass media myopia and moves the concept of media towards logistics and infrastructure.

The contributions this dissertation makes are to (1) develop a theory and category of capital’s media as a phenomenon of the circulation process of capital; (2) stake out an approach to investigate media phenomenon outside of pure political economy and cultural studies approaches; and in the process (3) contribute towards a rehabilitation of Marx’s analysis of circulation. To make these contributions this dissertation relies on a theoretical framework that is primarily based on Marx’s value theory, but enriched with concepts from Canadian-German media theory (Harold A. Innis, Marshall McLuhan, Friedrich Kittler, Wolfgang Ernst, and Hartmut Winkler) and Paul Virilio’s dromology. This dissertation has two components to its methodology: an original “circulationist” reading of Marx’s political economy that is developed from the heterodox Neue Marx-Lektüre (New Marx Reading), and a set of empirical case studies that includes the shipping container and intermodal transportation, distribution centers, and point-of-sale and payment systems. Positing a category of capital’s media, this dissertation concludes that nothing by its very nature is a medium but instead that things function as media when they appear in that category. More specifically, a thing, such as a container ship or distribution center, appears in the category of capital’s media when they function within and for the circulation process.

Today, there is widespread consensus about the notable, yet simultaneously growing, negative environmental impacts generated by the transportation sector. Experts working in a number of different fields consider the current situation to be unsustainable and possible measures to reduce emissions and foster sustainability are being encouraged. The European Commission has highlighted the need to shift away from unimodal road transport toward a greater use of intermodal transport through, for example, motorways of the sea, in light of the evidence that the former makes a significant contribution to increased CO2 emissions. However, although there is a general perception that sea transport is environmentally preferable to road transport, recent studies are beginning to question this assumption. Moreover, little research has been conducted to quantify environmental aspects and incorporate them into the decision-making processes involved in the modal shift. This study first reviews the existing literature to examine the extent to which environmental aspects are relevant in the modal choice in the case of short sea shipping and motorways of the sea. Related to this, the study also evaluates the role that different agents may play in making decisions about choice of mode, taking into consideration environmental aspects. Secondly, we use the values the European Commission provides to calculate external costs for the Marco Polo freight transport project proposals (call 2013) to estimate the environmental costs for several routes (a total of 72), comparing the use of road haulage with the intermodal option that incorporates the Spanish motorways of the sea. The results of this comparative analysis show that the intermodal option is not always the best choice in environmental terms. Consequently, the traditional environmental argument to justify this alternative must be used carefully.

This chapter sketches an approach towards the aesthetics of intermodal relations in film. Focusing at first on intermodal contrast, the chapter proceeds to ask how relations between modes contribute to the overall aesthetic impression. A further question is whether systematic relations can be found between aesthetic experiences of separate modes, and the overall aesthetic expression.

One example is the film Gattaca (1997), set in a dystopian future in which eugenics is the social norm, and naturally conceived children have become an underclass. In a flashback scene, the parents of the main protagonist are shown happily embracing, while he sadly explains that he cannot understand why they eschewed in-vitro-fertilisation for his conception.

This filmic example illustrates the use of semiotic resources to represent, and comment on, cultural change: soft-focus images, as well as uplifting string music, demonstrate the (seemingly outdated) ideal of conception as an act of love, whereas the commentary accepts and embraces the rule of eugenics. The aesthetic effect can be described as a subtle modal pluralism which focuses the viewers’ attention on the total atmosphere of a scene, and ultimately on their own emotional response.

This article introduces the first Hungarian intermodal corpus. The term "intermodal" refers to the fact that it contains both translated, as well as interpreted texts. This corpus was compiled for the Pannonia Corpus Project, and it is composed of English and Hungarian speeches given at the European Parliament, comprising approximately 172,000 words. In the past decade, the use of intermodal corpora has been steadily gaining ground within corpus-based translation studies, as this allows for the simultaneous examination of translated and interpreted language. Such analyses carried out on intermodal corpora can help to gain a deeper understanding of the characteristics of both translated, as well as interpreted texts. Although several intermodal corpora of varying sizes have been compiled to date, due to the difficulty of obtaining interpreted material, they are still considered a novelty in translation studies. Against this background, the corpus described by the present article represents a valuable addition to translation research in Hungary. Beyond its direct applications for translation studies, this intermodal corpus could be of use for researchers working in other applied fields as well. This is facilitated by the transcripts of the speeches and their interpreted version, which record the major speech production phenomena (e.g. hesitation, self-correction etc.). 1 Bevezetés Az intermodális terminus párhuzamos, illetve összehasonlító, fordítási és tolmácsolási kor-puszkomponenst egyaránt magában foglaló korpuszra utal. A párhuzamos intermodális korpu-szok egyazon forrásszöveg fordított és tolmácsolt változatát tartalmazzák, míg az összehason-lítható intermodális korpuszokban hasonló (műfaj, téma) fordított és tolmácsolt szövegeket. A ma elérhető intermodális korpuszokról tömör áttekintést nyújt Bernardini et al. (2016). A korpuszalapú fordítástudomány elsődleges feladata a fordított szövegek sajátos tulajdon-ságainak leírása (Baker 1993). A tolmácsolt szövegekből épített korpuszok pedig hasonló mó-don a tolmácsolt szövegek nyelvi tulajdonságainak feltérképezéséhez járulnak hozzá. Az el-múlt évtizedben egyre kifejezettebbé vált a két kutatási irány módszereit és érdeklődését ötvö-ző intermodális kutatás igénye (Bernardini et al. 2016: 63). Ez annál is fontosabb, mivel a ha-gyományosan egymástól elszigetelve folyó, eltérő érdeklődésű fordítás-és tolmácsoláskutatás ‒ a modern fordításkutatás inkább szövegnyelvészeti, a tolmácsoláskutatás pszicholingvisz-tikai kérdésekre keresi a választ ‒ kölcsönösen értékes eredményekkel szolgálhatnak egymás számára. Ezenkívül az intermodális korpuszok, főleg ha autentikus (nem fordított vagy tolmá

La crescita della dimensione media delle navi (gigantismo navale) e la progressiva concentrazione del mercato dello shipping internazionale interrogano il mondo dei trasporti in merito alle misure pubbliche e private necessarie per gestire con intelligenza fenomeni il cui dispiegamento sembra essere inevitabile. Il report indica tre contrappesi per scongiurare le possibile derive oligopolistiche di tali fenomeni: il consolidamento all'interno delle catene logistiche di altri operatori (Imprese ferroviarie) che per dimensione e capacità finanziarie possano avvicinarsi alle grandi multinazionali del mare; il rafforzamento del ruolo istituzionale delle Autorità di Sistema Portuale quali garanti del rispetto delle regole di mercato; la qualificazione del lavoro portuale quale asset strategico per la competitività portuale e stimolo per la crescita professionale del resto della catena logistica.

The transport modes are objects forming a separate topological space. Each transport mode is a topologic space that does not enter frequently in relation with the other modes. The current division into modes is a convention from the past, but on the future the transport modes could be unified or restructured in other topological spaces. By the modern mathematics, which has been restructured over the last ten years starting from the concept of set, the logistic object may be aggregated by the relationships between them into more and more complex objects corresponding to the more and more complex requirements of the users. By the relationships between objects becoming, in more general way, morphisms from a class of objects to another one, the logistic systems may be created, modeled and managed. For instance, by the general mathematical concept of category, the more or less complex notions become objects and morphisms defining the logistic systems. Logistic patterns may appear from this, the systems' heredity can be studied and a genetic helix of each logistic system could be defined. The dynamic character of the logistic objects consists of the change of the connections between objects, of connection diagrams, of the object structure, of the connection intensity.

RESUMO Este trabalho tem como objetivo realizar uma análise investigatória das principais falhas existentes na rede logística do estado de Mato Grosso do Sul, apresentar suas regiões de produção e como elas são afetadas pelos gargalos correspondentes à atual infraestrutura logística do Estado e ainda apresentar as potencialidades de produção existentes em cada uma dessas regiões. Baseando-se em conceitos teóricos de logística, foram feitas análises dos pontos negativos e positivos levantados e a demonstração das oportunidades que o Estado de Mato Grosso do Sul terá com uma rede logística eficiente e interligada, apontando quais os benefícios que isso trará para o desenvolvimento do Estado. A metodologia abordada nesta pesquisa teve como base fontes secundárias realizadas em pesquisas bibliográficas por meio eletrônico e físico, como artigos, relatórios, periódicos, obras e revistas. Como resultado obtido com as pesquisas, foi constatado que o modal rodoviário se sobressai como principal escolha no método de transporte logístico no Estado, devido à falta de investimentos e utilização dos demais modais. Também foram constatadas as oportunidades de desenvolvimento, atrelados ao investimento e modernização dos métodos logísticos, presentes em diversas regiões produtivas do Estado.

This paper focuses on the conception and design of architecture as the work of producing media about buildings and other environmental artifacts. I approach the questions regarding simplicity and complexity through "interdependence" and "intermodality." I believe the two concepts offer more precise frames of relations and contexts involving simplicity and complexity. I will first discuss the complexity as a condition of interdependences and how today's interdependences may provide a framework to understand complexity. I will then propose that intermodality adds to interdependence a notion that specifically pertains to today's media-driven culture and its complexity. I will next discuss how dependences and modalities are interconnected at various levels and eventually producing a new kind of semiosis that results from the disjunction between the medium and the content. I will in conclusion propose a new concept "apparatization" driven by interdependence and intermodality and how it changes shape and remain fluid, rather than scaling between simplicity and complexity, without a specific physical locus.

The Short Sea Shipping (SSS) market is strongly diversified and segmented. The prices differ considerably among transport services of similar distance routes and/or similar demand characteristics. Therefore, the aim of the paper is to identify the factors influencing pricing policies of SSS operators and forwarders in the Mediterranean Sea, within the Italian perspective. The analysis of data collected, through telephone and face-to-face interviews with SSS operators, reveals that the variation in fuel and port costs plus the level of competitiveness of the markets influence deeply both cost structure and pricing policy of an
intermodal transport service (with fuel costs being the most important element). For the forwarders the
competitiveness of the market is indicated as the most important element affecting the final price of the
forwarding service. However, validating the presented cost and pricing structures remains a challenge, since
such data is quite sensitive and hence, not easy to obtain directly.

Since ancient times the Danube was a sort of corridor that stimulated and facilitated socio-economic development, trade and mobility, a waterway of trade and civilization, which may be a lesson for new researches that should lead to the continued in development of the Danube’s natural destiny toward Europe. The Roman emperor Trajan performed a direct multimodal link (inland waterway and terrestrial) between the north area of the Adriatic Sea and the Black Sea, including the Danube. This is perhaps the first European corridor whose Eastern end (the Axios-Carasu Valley) represents the forerunner of Danube-Black Sea canal that would be built two millennia later. Nowadays the Black Sea – North Sea navigation link crosses several countries having strongly developed transport infrastructure networks. In this respect, it is necessary to promote the inter- and multi-modal abilities of the Black Sea-North Sea link, in a logistics concept.

A port can be simple or complex, depending on the diversity and intensity of its connections, but also on the diversity of the flows that transit it, on the logistics services it can process as well as its inter-modality. By corroborating these variables, one can give a measure to the port value, a graduation that can characterize and classify it, making it comparable with any other logistics node, no matter its nature be, being an existing port or from the past. The greater and the more complex the connectivity of a port is, the more the port has a greater influence area and is more stable in time. A complex port is less vulnerable at conjuncture and seasonal variations and knows radical changes only by long term conjugation of some influence factors at historical scale.

The sustainable reshape of mobility is instrumented by the new behavioral perspective on the urban system of movement, viewed as result of a travel behavior which can be restructured with market mechanisms. The economic crisis, with its financial decline, could be an opportunity for travel behavior reshape, mainly aiming at reducing automobility. In this respect, collective public transport must be highlighted through integrated mobility policies and packages of different consensual measures. This paper argue the priority for organizing a coherent system of simple and/or complex intermodal poles in Bucharest city.

The scheduling of transportation systems has traditionally been done once a day. At beginning of a working day, the planner establishes which tasks will be carried out by each vehicle. Then, traffic jam, breakdown and any unexpected problem will cause delays on our timetable. In this paper, we propose to use real-time vehicle position knowledge to solve this problem. So, the planner is permanently enabled to reallocate tasks as the problem conditions change. As both drayage problem is a NP-Hard problem and a high-speed procedure is required, exact methods are not computationally feasible. So, a genetic algorithm has been implemented to perform the problem described.

Literature review regarding the term of airport catchment area vary according to the location examined in every research. The results present the same degree of variety as airport catchment area seems to have the ability to fluctuate depending on the external factors of each airport case. Furthermore, the role of the intermodality for the airport catchment area is obvious within the literature as a key factor of its further spread. Not only, shuttle buses and railways could contribute to the chain of intermodality with the airport but also, a short sea shipping link according to the geography characteristics of the area in the wider region of an airport. Taking into account all the above, the spread of the Izmir International Airport " Adnan Menderes " catchment area beyond Turkish frontiers to the Greek Eastern Aegean islands may have a potential. Hereupon, a sedulous market research regarding travel time and transport costs allowed the modeling of particular scenarios for ten main European cities traveling via Athens International Airport or via International Airport of Izmir, followed by a primary research that has been undertaken to the citizens of Chios island in order to examine their willingness to use Izmir for their international air travel since geographically is much closer to them than Athens. The results were analyzed statistically with SPSS presenting a clear willingness for an air travel via Izmir since it was selected almost by the 80% of the participants.

Este articulo resuelve el problema del acarreo en una red con enlaces cuya duración es estocástica. Y pone de relieve la importancia del conocimiento en tiempo real de la posición exacta de los vehículos de la flota para llevar a cabo una correcta asignación de tareas a la misma. El modelo tiene un carácter dinámico al ser capaz de reasignar tareas a medida que se conocen datos con mayor certeza.

This analysis briefly identifies the state of Intermodal Freight Transport in Albania from a perspective in facilitating road traffic on the main axes in the central area of Albania. This study examines the possibilities of planning the location of the dry port in the interior of the territorial space of the central area of Albania. Finally, through this Study, we present the orientations and lessons to be learned from the best practices for the promotion of intermodal freight transport. The overall objective of our study is to contribute to the long-term sustainable development of logistics infrastructure and multimodal transport in Albania and to achieve the expected results as provided in the National Sectorial Transport Strategy 2016-2020, under Strategic Priority 1. The specific objective of this study is to reduce the congestion of traffic volumes on the central road axes, to reduce travel time, to reduce transport costs, to minimize environmental pollution from truck gases, and to increase safety through the development of Intermodal Transport shifting freight flows from road transport to rail transport.

Proper planning of drayage operations is fundamental in the quest for the economic viability of intermodal freight transport. The work we present here is a dynamic optimization model which uses real-time knowledge of the fleet’s position, permanently enabling the planner to reallocate tasks as the problem conditions change. Stochastic trip times are considered, both in the completion of each task and between tasks

La
mobilità
“vecchia”,
fondata
sull’uso
esclusivo
dell’auto
privata,
sta
gravando
ormai
insopportabilmente
sulla
qualità
della
vita
delle
nostre
città,
sull’occupazione
di
suolo
pubblico
delle
strade,
sull’inquinamento
dell’aria
e
sull’incidentalità.
In
un
quadro
di
tentativi
di
cambiamento
dell’attuale
modello
di
mobilità,
la
bicicletta
è
il
mezzo
strategicamente
più
efficiente,
ma
per
sua
natura
non
può
soddisfare
da
sola
tutte
le
esigenze
di
mobilità
degli
utenti.