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Ir-Regolament (KE) Nru 443/2009 jirrikjedi li l-Istati Membri jirreġistraw l-informazzjoni għal kull karozza ġdida tal-passiġġieri rreġistrata fit-territorju tagħhom. Kull sena, kull Stat Membru għandu jippreżenta lill-Kummissjoni l-informazzjoni kollha relatata mar-reġistrazzjonijiet il-ġodda tiegħu. B’mod partikolari, id-dettalji li ġejjin huma meħtieġa għal kull karozza ġdida tal-passiġġieri rreġistrata: l-isem tal-manifattur, in-numru tal-approvazzjoni tat-tip, it-tip, il-varjant, il-verżjoni, l-għamla u l-isem kummerċjali, l-emissjonijiet speċifiċi tas-CO2, il-massa tal-vettura, il-bażi tar-roti, il-wisa’ tar-roti, il-kapaċità tal-magna, it-tip ta’ fjuwil u l-modalità tal-fjuwil. Tressqet ukoll informazzjoni addizzjonali, bħall-qawwa tal-magna. Id-data għall-EU-28 hija rrappurtata fil-bażi tad-data ewlenija. Le règlement (CE) no 443/2009 impose aux États membres d’enregistrer les informations relatives à chaque voiture particulière neuve immatriculée sur son territoire. Chaque année, chaque État membre communique à la Commission toutes les informations relatives à ses nouveaux enregistrements. En particulier, les informations suivantes sont requises pour chaque voiture particulière neuve immatriculée: nom du constructeur, numéro d’homologation de type, type, variante, version, marque et nom commercial, émissions spécifiques de CO2, masse du véhicule, base de roue, largeur de la voie, capacité du moteur, type de carburant et mode carburant. Des renseignements supplémentaires, tels que la puissance du moteur, ont également été fournis. Les données relatives à l’EU-28 figurent dans la base de données principale. O Regulamento (CE) n.º 443/2009 exige que os Estados-Membros registem as informações relativas a cada automóvel novo de passageiros matriculado no seu território. Todos os anos, cada Estado-Membro apresenta à Comissão todas as informações relativas aos seus novos registos. Em especial, são exigidas as seguintes informações para cada automóvel novo de passageiros matriculado: nome do fabricante, número de homologação, modelo, variante, versão, marca e designação comercial, emissões específicas de CO2, massa do veículo, base das rodas, largura da via, cilindrada do motor, tipo de combustível e modo combustível. Foram também apresentadas informações adicionais, como a potência do motor. Os dados relativos à UE-28 são comunicados na base de dados principal. Ο κανονισμός (ΕΚ) αριθ. 443/2009 απαιτεί από τα κράτη μέλη να καταγράφουν πληροφορίες για κάθε καινούργιο επιβατικό αυτοκίνητο που ταξινομείται στην επικράτειά του. Κάθε κράτος μέλος υποβάλλει κάθε χρόνο στην Επιτροπή όλες τις πληροφορίες που αφορούν τις νέες καταχωρίσεις του. Ειδικότερα, απαιτούνται τα ακόλουθα στοιχεία για κάθε καινούργιο επιβατικό αυτοκίνητο που ταξινομείται: όνομα του κατασκευαστή, αριθμός έγκρισης τύπου, τύπος, παραλλαγή, έκδοση, μάρκα και εμπορική ονομασία, ειδικές εκπομπές CO2, μάζα του οχήματος, μεταξόνιο, πλάτος μετατροχίου, κυβισμός κινητήρα, τύπος καυσίμου και τρόπος λειτουργίας καυσίμου. Υποβλήθηκαν επίσης πρόσθετες πληροφορίες, όπως η ισχύς του κινητήρα. Τα στοιχεία για την ΕΕ-28 αναφέρονται στην κύρια βάση δεδομένων. Reglamente (EB) Nr. 443/2009 reikalaujama, kad valstybės narės registruotų informaciją apie kiekvieną naują jos teritorijoje įregistruotą keleivinį automobilį. Kiekviena valstybė narė kasmet pateikia Komisijai visą informaciją, susijusią su jų naujomis registracijomis. Visų pirma apie kiekvieną užregistruotą naują lengvąjį automobilį reikalaujama pateikti šiuos duomenis: gamintojo pavadinimas, tipo patvirtinimo numeris, tipas, variantas, versija, markė ir komercinis pavadinimas, savitasis išmetamo CO2 kiekis, transporto priemonės masė, ratų bazė, tarpvėžės plotis, variklio darbinis tūris, degalų tipas ir degalų režimas. Taip pat buvo pateikta papildoma informacija, pavyzdžiui, variklio galia. ES 28 duomenys pateikiami pagrindinėje duomenų bazėje. Il regolamento (CE) n. 443/2009 impone agli Stati membri di registrare le informazioni relative a ciascuna autovettura nuova immatricolata nel suo territorio. Ogni anno ciascuno Stato membro presenta alla Commissione tutte le informazioni relative alle nuove registrazioni. In particolare, per ogni autovettura nuova immatricolata sono richiesti i seguenti dettagli: nome del costruttore, numero di omologazione, tipo, variante, versione, marca e denominazione commerciale, emissioni specifiche di CO2, massa del veicolo, interasse, carreggiata, cilindrata, tipo di carburante e modalità carburante. Sono state presentate anche informazioni supplementari, come la potenza del motore. I dati relativi all'UE-28 sono riportati nella banca dati principale. Regulamentul (CE) nr. 443/2009 impune statelor membre să înregistreze informații pentru fiecare autoturism nou înmatriculat pe teritoriul lor. În fiecare an, fiecare stat membru transmite Comisiei toate informațiile referitoare la noile lor înmatriculări. În special, sunt necesare următoarele detalii pentru fiecare autoturism nou înmatriculat: denumirea producătorului, numărul omologării de tip, tipul, varianta, versiunea, marca și denumirea comercială, emisiile specifice de CO2, masa vehiculului, ampatamentul, ecartamentul, capacitatea motorului, tipul de combustibil și modul de alimentare. De asemenea, au fost prezentate informații suplimentare, cum ar fi puterea motorului. Datele pentru UE-28 sunt raportate în baza de date principală. El Reglamento (CE) n.º 443/2009 exige a los Estados miembros que registren la información relativa a cada turismo nuevo matriculado en su territorio. Cada año, cada Estado miembro presentará a la Comisión toda la información relativa a sus nuevos registros. En particular, se requieren los siguientes datos para cada turismo nuevo matriculado: nombre del fabricante, número de homologación de tipo, tipo, variante, versión, marca y denominación comercial, emisiones específicas de CO2, masa del vehículo, base de la rueda, ancho de vía, capacidad del motor, tipo de combustible y modo de combustible. También se presentó información adicional, como la potencia del motor. Los datos relativos a la EU-28 se presentan en la base de datos principal. Регламент (ЕО) № 443/2009 изисква от държавите членки да записват информация за всеки нов лек пътнически автомобил, регистриран на тяхна територия. Всяка година всяка държава членка предоставя на Комисията цялата информация, свързана с новите си регистрации. По-специално за всеки нов регистриран лек пътнически автомобил се изискват следните данни: наименование на производителя, номер на одобрението на типа, тип, вариант, версия, марка и търговско наименование, специфични емисии на CO2, маса на превозното средство, междуосово разстояние, широчина на колеята, обем на двигателя, вид гориво и режим на гориво. Беше предоставена и допълнителна информация, като мощност на двигателя. Данните за ЕС-28 се докладват в основната база данни. Gemäß der Verordnung (EG) Nr. 443/2009 müssen die Mitgliedstaaten für jeden in seinem Hoheitsgebiet zugelassenen neuen Personenkraftwagen Informationen aufzeichnen. Jedes Jahr übermittelt jeder Mitgliedstaat der Kommission alle Informationen über ihre neuen Registrierungen. Insbesondere sind für jeden neuen Personenkraftwagen, der zugelassen ist, folgende Angaben erforderlich: Name des Herstellers, Typgenehmigungsnummer, Typ, Variante, Version, Fabrikmarke und Handelsname, spezifische CO2-Emissionen, Masse des Fahrzeugs, Radfuß, Gleisbreite, Hubraum, Kraftstoffart und Kraftstoffart. Darüber hinaus wurden zusätzliche Informationen wie die Motorleistung vorgelegt. Die Daten für die EU-28 werden in der Hauptdatenbank gemeldet.

Current trends in the global climate facilitate the displacement of numerous marine species from their native distribution ranges to higher latitudes when facing warming conditions. In this work, we analyzed occurrences of a circumtropical reef fish, the spotfin burrfish, Chilomycterus reticulatus (Linnaeus, 1958), in the Madeira Archipelago (NE Atlantic) between 1898 and 2021. In addition to available data sources, we performed an online survey to assess the distribution and presence of this species in the Madeira Archipelago, along with other relevant information, such as size class and year of the first sighting. In total, 28 valid participants responded to the online survey, georeferencing 119 C. reticulatus sightings and confirming its presence in all archipelago islands. The invasiveness of the species was screened using the Aquatic Species Invasiveness Screening Kit. Five assessments rated the fish as being of medium risk of establishing a local population and becoming invasive. Current temperature trends might have facilitated multiple sightings of this thermophilic species in the Madeira Archipelago. The present study indicates an increase in C. reticulatus sightings in the region. This underlines the need for updated comprehensive information on species diversity and distribution to support informed management and decisions. The spread of yet another thermophilic species in Madeiran waters provides further evidence of an ongoing tropicalization, emphasizing the need for monitoring programs and the potential of citizen science in complementing such programs.

How can urban policies and planning approaches help in achieving a safer mobility and carbon reduction in the transport sector? The attention of planners and policy makers towards the promotion of sustainability and reduction of environmental impacts has grown in recent years. This paper investigates the role that Urban Planning plays in the long term towards a safer and climate friendlier mobility, highlighting the need for integrated approaches gathering spatial planning and mobility management. After a review of several urban policies and planning strategies, initiatives, and approaches, mainly based on the urban scale, the paper presents an urban regeneration case study leading to an increase of pedestrian accessibility at the neighborhood level. This can be seen as a support tool to foster sustainable, safe, and climate friendly mobility in cities. The results of the performed analysis show a dependency of accessibility from two different factors: the distribution of services and the capillarity of the soft mobility network, which can contribute to creating a more walkable space.

This paper presents an integrated vehicle model to simulate simultaneously the driver, powertrains, chassis, body, road condition, vehicle dynamics and the Active Suspension (AS) system with/without an energy harvesting module. The developed model is used to investigate the ride comfort and influences of energy harvesting AS system on the total energy consumption of battery Electric Vehicles (EVs) relative to EVs with a passive suspension system. Preliminary simulation results show that compared to EVs with a passive suspension system, the ones with AS system improve ride comfort, up to 31% reduction of the vehicle body acceleration RMS value, with an expense of higher energy consumption. This expense can be reduced to about 2.8% when using an energy harvesting AS system. Simulation results also demonstrate that the available energy for recuperation during the AS system operation is significant in relation to the regenerative braking energy of the propulsion system, up to approx. 70% on bumpy road surfaces.

Route game is recognized as an effective method to alleviate Braess’ paradox, which generates a new traffic congestion since numerous vehicles obey the same guidance from the selfish route guidance (such as Google Maps). The conventional route games have symmetry since vehicles’ payoffs depend only on the selected route distribution but not who chose, which leads to the precise Nash equilibrium being able to be solved by constructing a special potential function. However, with the arrival of smart cities, the real-time of route schemes is more of a concerned of engineers than the absolute optimality in real traffic. It is not an easy task to re-construct the new potential functions of the route games due to the dynamic traffic conditions. In this paper, compared with the hard-solvable potential function-based precise method, a matched Q-learning algorithm is designed to generate the approximate Nash equilibrium of the classic route game for real-time traffic. An experimental study shows that the Nash equilibrium coefficients generated by the Q-learning-based approximate solving algorithm all converge to 1.00, and still have the required convergence in the different traffic parameters.

AbstractDriven by the demand for carbon emission reduction and environmental protection, battery swapping stations (BSS) with battery energy storage stations (BESS) and distributed generation (DG) have become one of the key technologies to achieve the goal of emission peaking and carbon neutrality. Therefore, this paper proposes a strategy to optimize the operation of BSS with photovoltaics (PV) and BESS supplied by transformer spare capacity. Firstly, it introduces the operation mechanism of BSS and uses the spare capacity of building special transformers and the roof PV to supply power to BSS to avoid the investment of transformers. Secondly, this paper establishes the load model of BSS and proposes the charging rules of battery swapping. Thirdly, a segmented pricing mechanism for the rental price of special transformers is formulated to guide BSS operators to preferentially rent spare capacity during low load rate periods. Aiming at the maximum daily profit of BSS, an optimization model is established to optimize the number of batteries to be charged and the charging status of BESS in each period; on this basis, the demand response model is further proposed. Simulation results show that the proposed strategy can improve the daily profit of BSS through shifting load. And the configuration of BESS can improve the battery swapping capacity and peak‐shaving ability. Moreover, the exponential segmented pricing mechanism can greatly reduce the number of high load periods and reduce the burden on the power supply.

As it is widely accepted, cycling tends to produce health benefits and reduce air pollution. Policymakers encourage people to use bikes by improving cycling facilities as well as developing bicycle-sharing systems (BSS). It is increasingly interesting to investigate how environmental factors influence the cycling behavior of users of bicycle-sharing systems, as users of bicycle-sharing systems tend to be different from regular cyclists. Although earlier studies have examined effects of safety and convenience on the cycling behavior of regular riders, they rarely explored effects of safety and convenience on the cycling behavior of BSS riders. Therefore, in this study, we aimed to investigate how road safety, convenience, and public safety affect the cycling behavior of BSS riders by controlling for other environmental factors. Specifically, in this study, we investigated the impacts of environmental characteristics, including population density, employment density, land use mix, accessibility to point-of-interests (schools, shops, parks and gyms), road infrastructure, public transit accessibility, road safety, convenience, and public safety on the usage of BSS. Additionally, for a more accurate measure of public transit accessibility, road safety, convenience, and public safety, we used spatiotemporally varying measurements instead of spatially varying measurements, which have been widely used in earlier studies. We conducted an empirical investigation in Chicago with cycling data from a BSS called Divvy. In this study, we particularly attempted to answer the following questions: (1) how traffic accidents and congestion influence the usage of BSS; (2) how violent crime influences the usage of BSS; and (3) how public transit accessibility influences the usage of BSS. Moreover, we tried to offer implications for policies aiming to increase the usage of BSS or for the site selection of new docking stations. Empirical results demonstrate that density of bicycle lanes, public transit accessibility, and public safety influence the usage of BSS, which provides answers for our research questions. Empirical results also suggest policy implications that improving bicycle facilities and reducing the rate of violent crime rates tend to increase the usage of BSS. Moreover, some environmental factors could be considered in selecting a site for a new docking station.

Efficient parking tends to be challenging in most large cities in China. Drivers often spend substantial amounts of time looking for parking lots while driving at low speeds, thereby resulting in interference with road traffic. This paper focuses on efficiently allocating parking spaces to the demanders. A double-objective model is proposed that considers both the utilizing rate and the walking distance. First, managers want to utilize parking resources fully. Therefore, they tend to prioritize the efficient distribution of parking spaces in response to parking demands. However, demanders typically choose parking spaces according to convenience. The second objective is the acceptable walking distance from the parking space to the destination. The particle swarm optimization (PSO) algorithm is used to solve this model. We collected parking demand and supply data in a central business district (CBD) of Harbin in China and evaluated the feasibility of the model. The results demonstrate that the proposed model increases the occupying rates of parking lots in residential zones while decreasing the walking distance. The shared use of parking spaces maximizes the utility and alleviates the shortage of parking spaces in downtown.