No abstract

In many countries, the demand for jobs in the conventional education system far exceeds the available job offers. Under the right circumstances, open and distance learning systems have proven that they can provide quality education and training to many people at lower unit costs than conventional education systems. In remote or sparsely populated areas, it is not economically feasible to provide the full range of educational opportunities and vocational training through the conventional institutions. Video conferencing as a method of distance education enables learning and training to be delivered in a more efficient and economical way. Due to the rapid development of technology, the idea that a student is trained as a young person for the same life-long job is becoming less viable. Most people are likely to change the profession for at least two or three times throughout their careers. This paper provides some technologies and standards used in video conferencing. In addition, it outlines some basic types of video conferencing and equipment requirements.

When defining criteria that have an influence on traffic accessibility in suburbs, it is necessary to take into account the specificity of a concrete urban unit. In existing scientific papers, the authors have dealt with the impact of the remoteness of settlements and their accessibility from the city center. The main aims of this paper are to define and quantify the criteria that have the greatest influence on traffic accessibility in suburban areas, that is, to develop a model of traffic accessibility. This model refers to traffic accessibility in suburban areas, where an urban public transport system is operational and represents a qualitative approach to research. Research has shown that factors such as a network of public transport (PT) lines, a network of accessible roads in a settlement, travel time, and timetables are of great importance in the description and generation of a new model. This model was tested in 23 suburban districts with regard to the needed walking time. The Fuzzy AHP (FAHP) method, one of the most popular methods for multi-criteria decision making, was used. Based on the results presented in this paper, it is expected that the application of this model will enable development and sustainability in suburban areas, as well as greater social equality and involvement of dwellers (especially the younger generation) in social activities, in view of achieving a better quality of life.

According to the European Committee (EC) on Transport, the future road transport strategy lies in creating a strong road transport sector which is based on a well-functioning internal market, fair competition and workers’ rights, decarbonization, and use of digital technologies. Urban and suburban passenger transportation systems, according to the principles of the EC, have a key role in achieving the goal of sustainable development and sustainable transport in cities. The fare, ticketing, and payment modes have a significant impact on public urban transport systems, primarily in terms of collecting transport service fees, and represent the basic source of financing of such systems, in addition to subsidies and grants from city budgets. This paper presents the selection methodology of the optimal fare system for urban public transport, applicable for all cities with an organized public city passenger transport (PCPT) system. Based on the established criteria with respect to setting tariff limits and fare systems, passenger demand, and the enterprise organizing the transport, the tariff system was selected. The presented method is that of multi- criteria optimization of the tariff system with numerical results on the example of the City of Novi Sad.

This paper shows an eco-driving pilot program that has been implemented in the public transport company "JGSP Belgrade", Serbia, in order to assess the possibilities of using eco-driving for an entire car fleet of the assessed company in the future. Eco-driving training and education of thirteen drivers were conducted in real driving conditions on the route length of 14 km and consisted of three phases. The results of eco-driving training of thirteen bus drivers confirm the findings of the previous researches that eco-driving has got many benefits. After the training, all drivers saw fuel consumption reduced by 8.61% on average, and consequently the average CO2 emission reduced by 8.61%. The implementation of eco-driving training in the assessed company and the attained fuel economy, leads to significant annual savings. However, some driving parameters were not significantly improved after training indicating a driver's slow adaptation and application of new driving techniques.