The Casco Viejo of Panama is an area with great potential to develop a pedestrian zone, as it is an attractive area for travelers to visit. For this development to be carried out safely, it is recommended that the site is analyzed based on superblock criteria to ensure pedestrians can move through the streets in a free and accessible way regardless of their physical condition. Hence, it is necessary to evaluate the current state of the road infrastructure, as we did in this research. The methodology consisted of field visits where information was gathered on the distribution of space so that ideal routes for pedestrian tourists could be ensured. We surveyed the state of the sidewalks, their physical condition, minimum widths, heights, their accessibility, and the presence of obstacles that block movement from one point to another. We also assessed the characteristics of the roads, safe crossings and signs, the current management of parking in illegal areas, and the system of public transport routes. The results describe the current problems, which are, firstly, the issue of poor pedestrian and cyclist mobility due to the lack of space available on public roads as a result of poorly parked cars and the placement of bollards. Secondly, free movement is impossible for the disabled due to the absence of ramps and railings, which prevents the integration of this group in the area.

The province of Coclé is in the central zone of the Republic of Panama but lacks development of the road network. In order to assess the spatial analysis of territorial accessibility and connectivity, the methodology of this study was divided into three stages: determination of the working scenario, data acquisition, and spatial analyses. The data acquisition includes the GIS development and the field work for GIS validation. Within the province of Coclé, 19.55% of the population lives more than 500 m away from the nearest paved road, with the distance of the town farthest away from the nearest paved road being 36 km, which leads to different levels of accessibility and connectivity in this province. This study of the spatial analysis of connectivity and territorial accessibility sheds light on how the expansion of the road network affects access to health services and education.

This study examines the impact of monitoring, reporting, and verification (MRV) system indicators on the costs associated with the emissions trading system (ETS) of the maritime sector in the European Union. Since maritime transport has recently been incorporated into the ETS, it becomes essential to understand how different operational and environmental factors affect the economic burden of shipping companies and port competitiveness. To this end, a model based on Bayesian networks is used to analyse the interdependencies between key variables, facilitating the identification of the most influential factors in the determination of the costs of the ETS. The results show that fuel efficiency and CO₂ emissions in port are decisive in the configuration of costs. In particular, it was identified that emissions during the stay in port have a greater weight than expected, which suggests that strategies such as the use of electrical connections in port (cold ironing) may be key to mitigating costs. Likewise, navigation patterns and traffic regionalisation show a strong correlation with ETS exposure, which could lead to adjustments in maritime routes. This probabilistic model offers a valuable tool for strategic decision-making in the maritime sector, benefiting shipping companies, port operators, and policymakers. However, future research could integrate new technologies and regulatory scenarios to improve the accuracy of the analysis and anticipate changes in the ETS cost structure.

This study evaluates pedestrian continuity in Panama City, analyzing disruptions and the spatial relationship between crossings and transit stations. Using GIS and field validation, pedestrian networks were assessed based on their continuity, defined by well-maintained sidewalks and marked crossings, and discontinuities, caused by absent sidewalks, commercial infrastructure, service stations, and unmarked crossings. Two urban zones with contrasting layouts were analyzed: Zone A, characterized by a regular grid structure, and Zone B, marked by irregular planning. Results indicate that 67.55% of the study network maintains pedestrian continuity. Additionally, 46.79% of the measured distances between bus stops and formal pedestrian crossings exceed 100 m. The average length of continuous paths is 73.37 m in Zone A and 45.60 m in Zone B. Encroachments by businesses are the primary cause of fragmentation, and the study reflects an important impact of car-oriented urban infrastructures on discontinuities, such as service stations. These stations cause average disruptions of 34.69 m per station in Zone B and 27.56 m in Zone A. The research highlights the need for urban planning strategies to ensure pedestrian continuity, particularly in fragmented urban grids, and underscores the importance of an in-depth consideration of continuity in pedestrian network characterization studies.

Given that urban mobility arises from the interaction between social and environmental conditions, this study constructs a Bayesian network to represent these relationships in David, Panama, using 500 georeferenced household surveys that recorded variables related to demographics, travel behavior, infrastructure, mobility patterns and perceptions of risk, safety, and vulnerability. The Bayesian network was built and validated through a consensus-driven hybrid procedure combining structural learning and expert knowledge, resulting in a directed acyclic graph (DAG) with 127 nodes and 189 arcs; and conditional probability tables (CPTs) were learned from data. The topology of the network was analyzed with Louvain community detection, revealing eleven subsystems that group household economy and mode choice, hydrometeorological mobility barriers, congestion, public-transport quality, and safety in school travel. The inferences show gender-based differences in the risk of harassment on public transport, higher perceived vulnerability on longer trips, and elevated stress among middle-aged drivers. The model highlights potential priority interventions such as reinforcing public-transport safety, promoting self-contained trips, and encouraging short-distance active mobility, based on population perceptions. The resulting DAG functions as both an analytical and communication tool for urban management, is visually understandable to all stakeholders, and provides unprecedented evidence for Panama in a little-studied context.