Information needs regarding railway traffic punctually
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The aim of this survey was to define the different railway traffic actors' information needs regarding punctuality. The starting assumption was that at present not all actors are given sufficient information regarding punctuality. The theoretical framework of the study showed that punctuality is an excellent indicator of the quality and performance of the railway traffic. It was discovered that the information needs are the starting point for the whole process of producing information. In other words, information about punctuality is needed and the information production in relation to this should always be based on identified information needs. In spite of this, it turned out that information needs regarding punctuality have not been systematically studied before. In the absence of research results, extensive empirical material - 27 expert interviews - was gathered. The interviewees were selected with the purpose of covering all central actors and processes. The interviews were carried out as half-structured theme interviews in order to gather both quantitative and qualitative data. On the basis of the interviews, the information needs were divided into parts of entities representing the processes of railway traffic on a general level. These were: railway network development, railway network maintenance, passenger traffic development, freight traffic, rolling stock maintenance, planning of railway network usage (which was further divided into longterm planning, capacity planning and timetable planning), the coordination of track work and traffic, traffic control, the management of disturbances and exceptional situations, customers, customer service personnel and communications. The activities in each part of entity were divided into 3-4 phases according to the iterative development model (PDCA) used in business processes. In addition, 2-5 of the most significant actor groups were identified in each part of entity. This was followed by an analysis, from the perspective of these two dimensions, on what type of information regarding punctuality would be required and what it should be used for, as well as how and when this information should be made available. Furthermore, it was assessed how well the presented information needs are met at the moment. The groups which would benefit from the punctuality data were identified on an extensive basis; from the strategic management to the operational actors. The needs of these different actor groups vary profoundly. For example infrastructure development requires historical and trend data stretching over several years, while the traffic control needs real-time and even anticipating data about the punctuality of one single train. Excess information complicates the activities and hampers decision-making. The information needs defined in the survey should steer the development of how punctuality data is gathered, stored, analysed and distributed so that the right persons get the right information at the right time. The final goal should naturally be, along with meeting the information needs, to improve the present standard of punctuality in the railway traffic. This is ultimately a question of punctuality management. This report may be found at http://alk.tiehallinto.fi/julkaisut/pdf3/lts_2011-12_rautatieliikenteen_tasmallisyyteen_web.pdfKeywords:
Punctuality
Information needs
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The roles of stakeholders in traditional construction projects were clear: the client was both responsible and liable for developing a detailed design and specifications and the construction companies had to build in accordance with these specifications. The use of integrated contracts e.g. design-build, is currently more commonplace. In these contracts the construction companies take over the liability and responsibility for the design. This leads to a different type of procurement process, in which private parties are involved at an earlier stage in the project. The shift from traditional to integrated contracts leads to different strategic choices for the client, to a new way of selecting and paying the supplier, and to different quality monitoring strategies. Let us consider this shift in the kind of contracts that are being used in more detail. The construction industry consists of three kinds of works: i) residential buildings; ii) nonresidential buildings; and iii) civil engineering works. Together they represent an estimated output of 1,458 billion euros annually in Europe (forecast 2011). There are five phases in any construction process: i) programme phase; ii) design phase; iii) elaboration phase; iv) realization phase, and v) the use and maintain phase. Traditionally, the client is in charge of the first three phases. Integrated contract types, such as design-build, increase the role of the private companies to both design and realization. The use of integrated contracts requires different choices in the client’s procurement process. These choices are on strategic, tactical and operational levels. During the strategic procurement stage the client decides the extent to which he is willing to work in an integrated contract type by determining the level of supplier integration. Along with this he has to decide how to control the quality of the design and realization to ensure that the requirements are met. These choices determine the kind of quality control during the design and realization phase of the project. During the tactical procurement phase, the client develops the specifications and contracts and selects the suppliers. The suppliers then start their work and the client monitors the quality of this work. There are various ways to monitor and control the quality of a construction project. The use of integrated contract types, such as design-build, requires a different kind of quality control, causing a shift from product-quality check to process-quality control. The difference between product and process control is that product control is designed to detect problems with a product or service, and process control attempts to prevent problems from arising by tweaking the production process so that it inevitably produces a quality product. The literature describes a handful of these quality monitoring systems from a theoretical point of view, but these systems have never been used in practice. As far as we are aware there are, in practice, only four professional monitoring systems that focus on process quality along the lines of the design-build process. Practitioners appear to be satisfied with these systems but their effectiveness and efficiency have not come under scientific scrutiny. One of these systems is the Dutch system-oriented contract management, which is used by the Directorate-General for Public Works and Water Management for all their design-build projects. This system must ensure that the supplier detects defects in good time, takes corrective measures, and evaluates this process. The client’s role shifts from monitoring the product quality to monitoring the quality system. Monitoring is implemented through audits conducted by the client’s representatives. The objective of audits is to determine whether a supplier is competent enough to deal with the project. The audit results are stored in a database and can be used to refine the audit strategy in order to improve control. The present research tests the Dutch quality monitoring system as one example of a process-monitoring system for design-build projects. This is done by answering two research questions: Research question 1: What are the factors that influence supplier compliance in Dutch infrastructural design-build projects? Research question 2: What are the key process characteristics of the monitoring system as implemented in Dutch infrastructural design-build projects? We first analysed the literature to discover the factors that influence supplier compliance with the monitoring system. This leads to a framework consisting of Critical Success Factors (CSFs) for construction projects. Five factor groups were indicated in the literature: a) supplier-related factors; b) client-related factors; c) project-related factors; d) external factors, and e) the state variables (supplier capabilities). We then conducted interviews with experts from the civil engineering field to adapt the framework for use in infrastructural design-build projects. To determine the factors that influence supplier compliance (first research question) and the key characteristics of the monitoring system (second research question), we collected empirical data from a large infrastructural project in the Netherlands. This project consisted of approximately 5,500 audit checks performed in the period 2006-2009 by 70 auditors in 57 different subprojects. We enriched the data through additional interviews, desk research and smaller surveys, and collected additional information about the 11 suppliers that were involved in the projects, the 57 subprojectss, the external factors, the state variables and the auditors. This resulted in a database that could be used to answer the two research questions. The analysis of our database started with bivariate analysis between the audit outcome and several single independent variables taken from the CSF framework and auditrelated. This gave a first impression of the data and the possible factors related to the audit outcomes (compliance or non-compliance). For example, we found a higher proportion of non-compliance for road construction than for the other types of work (general works, electrical works, environmental works and structural works). We also found a higher proportion of non-compliance for the road construction companies, the projects in which contract amendments were made, and the projects that were not common for the suppliers. We also found a higher proportion of non-compliance for audit checks related to safety issues and audit checks related to the functioning of the supplier’s quality management system. We also found that over time, the proportion of non-compliance decreases and that there are differences between the different auditors if we looked at their backgrounds. To gain a deeper understanding of the bivariate findings we conducted a series of multivariate analyses to investigate possible explanations for these findings with our data. For instance, we found that we could explain the high proportion of non-compliance for road construction companies by the fact that they had more problems with their design tasks. After these analyses we conducted a survey in which we asked experts to predict several of our findings. This showed that the experts’ intuition about the system as a whole differs markedly from our actual findings. We concluded that our research contributes to the current state of affairs in at least four ways. The first addition is knowledge about quality monitoring in infrastructural designbuild projects as part of the procurement process. The ten procurement steps that we described are a good representation of what should be done to develop a successful infrastructural construction project. The second contribution is the knowledge about the key characteristics of the quality monitoring process that we gained by analysing 5,500 audit checks. This knowledge can help to improve the monitoring system by making it more efficient and effective. The analysis also provided a number of interesting empirical insights, such as inexplicable lower compliance levels among suppliers in August. These insights are the third contribution. The fourth and final contribution is a test considering the influence of Critical Success Factors on supplier compliance suppliers in design-build infrastructural works. We used CSFs from the literature and tested them with our data. For approximately half the factors that were indicated in the literature we did not find an influence on supplier compliance. Since our research is the first that we know of that uses actual empirical project data, this casts doubt on the findings in the existing literature that were all based on expert interviews. The results of our own survey confirm these doubts.
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Information value has been mostly discussed in business and information economics. Now, due to the fast development of communication technologies, a new interesting field of research has emerged, transport telematics. The objectives of this research were to identify the attributes affecting the value of transport information, and to specify the valuation methods applied. This study also includes discussion on three case studies concerning transport telematics. A further objective was to identify the relevant information attributes and the feasible assessment methods for each case. The study was carried out at VTT Technical Research Centre of Finland with co-funding from Tekes, the Finnish Funding Agency for Technology and Innovation. The first part of the study, a literature survey resulted in a general framework for information value assessment. This framework can be used when evaluating various transport information to analyse which information characteristics need to be taken into account, and which assessment methods should be applied. This framework can be presented in two tables, where the first one identifies the information quality attributes, and the second one attaches these to the appropriate value assessment methods in each case. The second part of the study deepens the first part by applying the general framework to real-life information by studying three transport information service cases on the basis of available data. In each case, the relevant information value characteristics are identified and the appropriate assessment methods specified. The case studies proved that the evaluation framework was useful for evaluating information value. The evaluation framework was created from the perspective of transport information. Hence, it is most suitable for evaluating the value of information provided by the transport service sector. In addition to the theoretical valuation of information, this framework can, however, be used as a basis for deeper and more detailed investigation, and also in research more empirical than the cases studied here. It is also likely, that the framework could be applied to other kinds of information, but in this case the valuator needs to carefully adapt the framework to suit the type of information in question. This report may be found at http://www.vtt.fi/inf/pdf/tiedotteet/2007/T2394.pdf
Telematics
Value of information
Information Quality
Value (mathematics)
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Adopting best practice in the field of track maintenance and renewal logistics is crucial to achieving low costs for Europe's railway; but, European practices vary considerably between infrastructure managers (IMs). This paper describes research carried out to try and establish the current state of the art for logistics, as a first step to identifying European best practice. Data on existing logistics practices were gathered using two questionnaires: one web-based and featuring questions, which were quantitative in nature, and the other covering qualitative questions, which were dealt with in face-to-face interviews. Data provided by the questionnaires suggest that the current state of the art involves centralized purchasing of components by IMs and use of call-off contracts for procurement. Maintenance work is predominantly carried out by in-house staff, but renewals tend to be let to contractors. Work is mainly carried out during ‘white periods’ in the timetable, when no trains are running; blockades are rarely used. Finally, recycling of components is seen as important from the point-of-view of sustainability, but IMs are finding it hard to make the business case.
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Over the past few years, the Swedish Armed Forces (SAF) in similarity with forces inmany other countries has been undergoing a major process of change. One of the majorreforms is the government‘s decision to replace the compulsory military service with aprofessional army. In order to manage this, SAF requires tools to evaluate the long-termconsequences of different decisions regarding its manpower, such as different recruitment,training and educations policies, mission rehearsal, mission planning, and etc.These tools should, for instance, include information about different type of resourcessuch as weapon systems and materials required for conducting training and missions, asthey directly affect planning of courses, training sessions, etc. These resources have a totallife cycle cost that besides the acquisition cost includes maintenance costs, cost forspare parts and cost of human resources which are required for training and deploymentof the resource.This thesis has been performed in collaboration with FOI (Swedish Defence ResearchAgency) in order to support development of a decision support simulation tool for assistingin the personnel planning process of the SAF. The main objective is to determinethe connection between LCC (Life cycle cost) of personnel and LCC of system Hence,the study facilitates flow of information between the Human Resource Department atSAF and the Defence Material Administration (FMV) in order to base their decisionmaking process on more accurate and complete information about resource costs relatedto different activities that are important to both organizations.In this paper, the inductive approach is the chosen approach as appropriate theories arestudied and used for making hypothesis in order to create a new model. Consequentlythe interpretive approach is deployed as it is associated with this reasoning style. Furthermore,the research purpose is exploratory as it is essential to identify the resourcescost factors and the relations between them.The research strategy is case study and the utilized technique for collecting primary datais interview. The secondary data is gathered by studying hard or digital copy of books,articles, journals, handbooks and dictionaries.Hence, through a set of interviews, information about different activities regarding theeducation and operation phases of the fighter pilots at the Swedish Air Force has beencollected. As a result a corresponding model consisting of resources employed in thoseiiactivities and their relation has been developed. The model is based on the Unified EnterpriseCompetence Modelling Language (UECML).The contributions of this thesis are (1) Identification of the cost factors of personnelrelatedactivities including courses, training sessions and missions, 2) Classification ofcost factor elements in a number of classes, and 3) Illustrating the connections betweenthe classes using UECML.
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This thesis seeks to explore how management practices developed in the U.K. using three of the big four railway companies as case studies. It will be argued that the managers in the UK, whilst aware of the debates on Systematic management and US practices, pioneered their own approach. Many of these practices were begun before amalgamation in 1923, but were only fully developed afterwards. We begin by exploring the history of management with an outline in Chapter Two on management ideas from the turn of the 20th century to 1939. This is followed by an analysis of management practices from circa 1900 to the amalgamation of 1923 in Chapter Three. Chapter Four introduces the railway companies within the context of their commercial environment. Chapter Five addresses the problem of achieving control of conveyance operations was addressed using similar methods by all companies. The key difference lay in the extent to which techniques were applied: the LMS developed centralised Train Control which enabled a systematic analysis of information to be made. The GWR and LNER introduced localised Traffic Control which did not allow such systematic analysis. In Chapter Six we see how the LMS employed management consultants to study terminal work using Time and Motion studies. Both the GWR and LNER emulated LMS practice by 1939. However these techniques were not the only solution. The LMS identified particular problems after amalgamation which it was felt could be solved by such analysis. The GWR on the other had concentrated on the transhipment freight, with encouraging results. Chapter Seven examines how railways perceived and interacted with their external business environment. New services were offered on the basis of research directed at identifying customers and the services they required. Agents of all companies would investigate opportunities for business and advise customers on their best options. The LMS and GWR had sophisticated Research Departments dedicated to the collection of commercial and economic information regarding the traffic available. If we take the essence of what these were trying to achieve: a rational and scientific approach to management problems, then the railway companies appear in a favourable light. Whatever criticisms are made of the railways, it was not a failure to adopt new management methods.
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One of the main subjects within this thematic study is to analyse and develop the prerequisites for performance based procurement within the road sector as well as within the railway sector. In a subproject the possibilities of using pavement management systems (PMS), such as the international Highway Development and Management tool (HDM-4) and the Swedish PMS, when constructing prises and other terms in performance based contracts are analysed. The remuneration to the entrepreneur should be based on the delivered functional performance of the road from a road user perspective. A hypotheses that has been introduced in this project is that the observable technical functions/performance of a road (so called outputs) can be linked to and evaluated at the road user level (the so called outcomes) through the use of HDM-4 (or other PMS). The link between the technical function and the value at the road user level also makes it possible to evaluate technically measurable outputs and to base the remuneration on these values in a contract. Important prerequisites for being able to put values on the outputs and outcomes, which can then be used in contracts, are: 1) the outputs must be measurable with sufficient/adequate precision and reliability; and 2) the influence of external factors on the variables that determine the outcome of the activities regulated by the contract (e.g. traffic flow, weather situation, etc) must be possible to handle within the contract. The main objective of this part of the project is to develop the knowledge and understanding of how HDM-4, and other operationally available models/tools within the road and railway sectors, can be used for the pricing of measurable outputs in contracts. (A) This document is available on the Internet: http://www.vti.se/tek/Upphandling/Delrapporter/Delrapp_2003/PMS%20och% 20HDM4.pdf
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This document presents the report for the Final Degree Thesis. The subject of the project is the Rearrangement of the Customer Services of the public company Barcelona Serveis Municipals (B:SM). The project is classified in the Management area and it details the definition and adaptation process of a new model in the customer services of B:SM. The origin of the project stands on the opening of the new Calabria facilities.
The purpose of the project is to identify the problems in the current system and redefine consistently the relationship between the three main axes: processes, people and tools. Taking into account the location and layout of the new facilities of the company, analyse and define the needs of human resources and tools based on the current records.
The procedure followed to perform the project comprises an initial stage, where the problems of the model are identified thanks to common experiences from the different business units. The second stage responds to the devising of a new model with updated requirements based on the new situation, as well as an analysis of the involved positions. As a consequence, a new model is designed and is implemented.
The aim of the project is to obtain an innovative and efficient solution that, besides optimizing the resources of the company, places the customer as the main focus of the system and is adapted to the needs.
To sum up, the current status of the company, places the opening of the new offices at Calabria street as the base point for the new department of Customer Services of B:SM. In this document are described the processes, human resources and tools models which will define the Customer Services of B:SM.
Regarding processes, it must be noted that both the front-office attention and back-office attention (phone and written requests) processes have been defined, as well as other important ones needed to guarantee the proper operation and management of the offices; for example: the inclusion of new service process, the continuous improvement philosofy and the event handling process. The definition of these processes is the starting point for the selection and training of personnel. The tools for the model can be classified in two categories. On the one hand, all tools currently used for managing the businesses are moved and, on the other hand, new tools are added to make the new office more dynamic and appropriate for the technological level of the users.
Customer base
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Phased method of forming a standardized social reporting, considered its components, principles and standards that it should conform was developed in this article. The ten basic steps were developed forpreparation of the social reporting of PJSC «Ukrainian Railway» that are divided into three cycles and have all-covering function of the preparation of the first social report to its not only preparation, but also the spread and expansion of boundaries and stakeholder groups that will ultimately get the trust clients and investors. A sample of primary structure with the components (content), which should be included in the social report of PJSC «Ukrainian Railway», is made based on the developed main stages of forming a social accountability for the PJSC «Ukrainian Railway». All data have to analyze not only the accounting figures, but also the financial, operational, statistical. The study of existing social reporting in the railway industry in other countries, as well as in the companies of other activities, their audit conclusions, have been allowed us to find and analyze the main disadvantages of this type of reporting. Also it have been allowed to define international standards of social responsibility that are suited to the industry, as well as consider all this while implementing standardized social reporting of PJSC «Ukrainian Railway». As a result, this article are shown the advantages and disadvantages of socially responsible actions of other international companies that allow to learn from and to avoid the negative factors in the implementation process into practical activity of PJSC «Ukrainian Railway».
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Sample (material)
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The Government has assigned the Swedish Road and Transport Research Institute the task of analysing the content of the proposals for operation and mmaintenance strategies that the Swedish National Road Administration and Banverket (the Swedish National Rail Administration) have submitted for comment. This memorandum constitutes a report of this assignment. Common to both the traffic administrations is the extensive knowledge in the form of descriptions of the road and rail networks' standard that are available when planning. Important parts of this material have also been supplemented with studies and surveys, and by having the regions themselves work on special issues. According to the directives of the Ministry of Industry, Employment and Communications, the two administrations are to devise their own proposals for measures to minimise the cost to the public economy of keeping the infrastructure accessible for traffic. The criteria for when measures are to be applied - which the National Road Administration calls target levels - should therefore be chosen on this basis. The problem here is that it is difficult, and in many cases impossible, on the basis of the available documentation, to determine how the target levels have been chosen, whether this has been done according to public economy principles, or if other considerations have been the guiding principles when determining these limits. For these reasons, it has not been possible in our analysis to ascertain whether a reasonable balance has been achieved between different aspects of the measures proposed with regard to operation. (A) This report is also available electronically via Internet at http://www.vti.se/PDF/reports/R492.pdf.
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Memorandum of understanding
Ministry of Transport
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GoalOne of the themes of the research at the Department of Physical Planning and Rural Development in Wageningen Agricultural University is the planning within the field of tension between sustainability and flexibility. This research has resulted in a method called the 'reconnaissance planning approach', first described by Kleefmann, in which possible directions of development are formulated for an area. The aim of this approach is not only to find the best possible spatial organization for an area, but also to encourage the discussion about the normative choices that underlie a planning process. Information systems are regarded as valuable means to operationalize this methodology.Another Wageningen researcher, van Lammeren, developed a prototype of a planning support system named RISOR. The structure of the RISOR system was based on an analysis of the planning methodology as described by Kleefmann. The research described in this thesis is a further elaboration of the work done by van Lammeren and Kleefmann.Its main goal was: 'To operationalize the methodology of 'searching for possible directions of development' (i.e. the reconnaissance planning approach), at a regional level, using Geographical Information Systems. From the results of a case study, it should be possible to evaluate the concept of the planning support system RISOR and to assess that system's structure in terms of its capacity to store the knowledge used and generated during the case study in an accessible way'.This goal was expressed in three questions:- how can the reconnaissance planning approach be operationalized at a regional level?- how can Geographical Information Systems support such an operationalization?- is the structure of the prototype of RISOR sufficient to store the knowledge acquired during the planning process?At the beginning of the research, a study area had to be chosen. The choice was determined by methodological considerations, availability of data and opportunities for cooperation with colleagues during the research. These considerations resulted in the catchment areas of the lowland brooks Beerze, Reuse] and Voorste Stroom in the province of Noord Brabant being selected as the study area. For practical reasons, the research was limited to agriculture and nature, particularly their physical aspects. Additionally, some economic information was derived from economic statistics.MethodologyIn the case study, a reconnaissance planning process was carried out, within the constraints described above and the practical and methodological constraints connected with the laboratory situation in which the process was carried out. Because of the conceptual nature of the planning theory and RISOR, plus the limited experience regarding GIS applications in planning and the constraints of the available facilities, this research was exploratory in nature.The aim of the research was to carry out a reconnaissance planning process with the help of GIS and to describe systematically the main knowledge types discemed by the RISOR information system: object, normative and process knowledge. The methods used during the planning process constitute the 'method knowledge'. Subsequently, these knowledge types had to be stored in the databases of RISOR.The object knowledge was generated by collecting and digitizing. The planning process began with the formulation of normative notions for the plan construction and the drawing up of the accompanying plans. Final stages of the process were the visualization and the evaluation of the resulting plans. The planning process was done using GIS. Finally, the knowledge used in and resulting from the case study was stored in the RISOR system. To make this possible, the planning process carried out had to be described in terms of the RISOR concept.ResultsThe spatial organization in the study area, i.e. the object of planning, was described according to the systematics of a theoretical model of the socio-physical organization. So that they could be inserted in the GIS, these theoretical models were formalized. Both types of models constitute the basic object knowledge used in the case study.In this case study, three types of normative knowledge were discerned, based on their abstractness and on statements regarding the planning process. The most abstract normative knowledge was called 'intention'. Two intentions were formulated:1 . an anthropocentric intention, with privately owned means of production and a governing body that 'follows' the market, from a technocratic position,2. an ecocentric intention, with privately owned means of production and a governing body that 'guides' the market in a sociocratic way.In the process knowledge, the normative, object and method knowledge are integrated. A systematic description of the planning process constitutes the process knowledge. A description of the various (GIS) methods and techniques which had been employed formed part of the process knowledge. The planning process in the case study was unfolded into four phases: description, interpretation, concrete intentions and plan generation. It was preceded by the formulation of intentions and followed by the decision-making phase. These six phases were taken as a guideline for the systematic description of the planning process. The resulting maps of the plans show the possible spatial organizations for the two normative intentions. The final part of the case study involved storing the knowledge categories in the RISOR system.ConclusionsIn answer to the question of how GIS could support an operationalization of the reconnaissance planning approach, it is concluded from the experiences obtained during the case study that the raster software used in that study was an adequate too] to model the object and the segments of the planning process itself. Its speed, ability to handle large quantities of complex data and to evaluate the results of each step, and the facilities for registering the process with the help of command files proved essential. Furthermore, it is concluded that at the start of a GISsupported planning process, a suitable methodology and analysis model have to be chosen to serve as a basis for that process; it should be carefully considered if and where the use of GIS will support the process.Another conclusion is that GIS can only be used for activities that can be described in formal models, and therefore it is not to be expected that an entire planning process can be automated. The development of knowledge systems will probably not only lead to more attention being paid to the knowledge used in the planning process, but will also allow the experience and expertise of specialists and other planners that was developed in earlier projects to be exploited. The advantage of the reconnaissance planning approach is that by using it the planning process will lose its 'black box' character, and that GIS will enable the discussion of the spatial models resulting from a planning exercise to be brought forward and will enlarge the scope for discussing the process itself.Although the overall conclusion is that the structure of the RISOR system satisfied the requirements for storing the types of knowledge acquired during the case study, the system could still be improved further by making its classification of the knowledge and access to the database more flexible, adding modules for storing information about the method knowledge, and increasing its user-friendliness.Regarding the planning methodology, it is concluded that the case study was not a true replication of a reconnaissance planning approach, as it was not the result of interdisciplinary teamwork, the intentions were not the result of a political discussion and there was no final discussion and decision about the resulting spatial models. Nevertheless, the case study illustrated the first section of a reconnaissance planning process, restricted by constraints on time and available labour. It certainly demonstrated that reconnaissance planning could be operationalized at a regional level using GIS, within the constraints of the laboratory setting of the study.As the changing position of government in society seems to advocate exploratory planning exercises, the applicability of the reconnaissance planning approach in practice was discussed. It is concluded that the application of reconnaissance planning exercises would strengthen the process of searching for the most appropriate and desired future spatial development.
Spatial Planning
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