Historical development and post-earthquake recovery of transport infrastructure in Indigenous landscapes: lessons from Kaikōura, Aotearoa New Zealand

The main and important element of infrastructure is transport, therefore, in order to increase the efficiency of public production, it is necessary to develop transport infrastructure, high-quality transport services in order to ensure the connectivity of the economic area. Currently, any country sets a goal – that is the formation of a modern highly efficient transport and logistics infrastructure. Transport needs to be viewed in a dynamic context in terms of its ability to contribute to the economy. The development of transport infrastructure is multidimensional, which depends on many factors. It has several directions, the evaluation of which requires a new approach to the development of new methods that would ensure the objectivity of research in modern conditions. The paper substantiates the need for effective interaction of railway, automobile, river and sea modes of transport in a balanced distribution of cargo flows, reducing transport costs in the price of goods, which will increase the competitiveness of domestic goods on the world market. The authors discuss the main trends in the development of foreign and domestic transport infrastructure. It is concluded that the development of transport infrastructure is possible due to the development, development of methods and methods of high-performance and efficient use of high-tech technologies, innovative forms and methods of organization, information, and digital technologies.

The article is devoted to the determination of the development of domestic electric vehicle transport and electric vehicle infrastructure on the basis of such an economic and legal instrument as the post-war recovery program of Ukraine, taking into account EU approaches in the legal regulation of decarbonization of the transport sector. The European Commission adopted the Communiqué to the European Parliament, the European Council, the European Economic and Social Committee and the Committee of the Regions «Assistance and Reconstruction of Ukraine» on 18.05.2022, where the provision of funds for the post-war reconstruction of Ukraine is conditioned by our country’s compliance with current European policies and standards, one of which there is decarbonization. Therefore, Ukraine should carry out post-war reconstruction taking into account the experience and approaches outlined by the international acts of the EU. The National Council for the Recovery of Ukraine from the Consequences of the War, a consultative and advisory body under the President of Ukraine, proposed a draft Plan for the Recovery of Ukraine. Based on the analysis of the provisions of the project component of the Recovery Plan of Ukraine «Restoration and development of infrastructure». It was concluded that the project of the Recovery Plan of Ukraine and its component «Recovery and development of infrastructure» is an economic and legal instrument of a programmatic nature. It establishes a systematic approach to the more active use of electric vehicles and the development of electric charging stations. The plan defines short-term, medium-term and strategic tasks for the development of electric mobility infrastructure. The general program approaches defined in this act correspond to the directions established by the normative legal acts that were adopted to regulate the issues of environmentalization of the domestic transport sector before the war, as well as the general directions of the development of the charging infrastructure of electric vehicles, outlined by the international acts adopted in the EU. The disadvantage is that a complete transition to electric transport for the transportation of passengers on urban and suburban routes is foreseen in the medium term, which is an extremely limited period. In the Plan, it is expedient to use the objective indicators of the development of the system of electric filling stations, which are established in the domestic regulatory and technical acts. Also, the directions of the development of electric transport and the network of electric gas stations should be reflected in the programs of comprehensive restoration of the region, the territory of the territorial community.

In 2024, the People's Republic of China (PRC) turned 75 years old. During this period, there has been a rapid development of China's transport infrastructure, including not only road transport, but also air, water, and rail. The concept of «Chinese speed» has also become synonymous with the development of China. This article examines the history of the development of China's transport infrastructure, as well as identifies the main trends in the development of transport infrastructure, taking into account modern technologies. The article also systematizes China's experience in the application of innovative approaches to transport infrastructure management, in order to determine aspects of the effective functioning of modern transport infrastructure

Development of transport infrastructure organization model for modern cities with growing effectiveness

Purpose: The aim of this article was to show the significant influence of various types of institutions on the development of railway transport infrastructure. Design/mathodology/approach: The main research method used was the analysis of specialist literature, both domestic and foreign. Findings: It was presented how important an influence institutions have on the development of railway transport infrastructure. It was shown that looking at issues related to the development of transport infrastructure through the prism of the new institutional economy provides a broader and more complete picture of this issue. Orginality/value: The article presents a different perspective on issues related to the development of rail transport infrastructure. It also provides an impetus for further research and analysis of the impact of various types of institutions on the development of rail transport infrastructure. Keywords: New Institutional Economics, transport infrastructure, institutions, railways, state. Cathegory of the paper: Literature review, General review.

The article provides a detailed analysis of the post-war development of public transport in Ukraine in the context of the 2022 document «Ukraine Recovery Plan», more precisely - one of its headings – «Recovery and development of infrastructure». The article emphasizes that the current state of transport enterprises indicates that the "old" problems of public transport have remained relevant, the "new" ones have turned out to be even more significant and require not only a review of the entire existing transport system of the country, the transport system of every city where there is an urban public transport, as well as even greater capital investments for the restoration of the road infrastructure, rolling stock and transport infrastructure of our cities destroyed by military aggression. Key challenges in this area, key opportunities, main obstacles and limitations are described in detail. The most important task now is to create conditions for maintaining the transport infrastructure in proper condition, increasing the capacity of checkpoints, reorientation of cargo transportation. In addition, the issues of integration of the transport network of Ukraine into the EU transport network have not been removed from the agenda. For this, it is necessary to carry out appropriate measures and adopt a number of regulatory and legal acts. Therefore, the goal of the «Ukraine Recovery Plan», which we analyzed in this article, is "to ensure the harmonization of regulatory and legal acts and organizational activities of the transport industry of Ukraine with EU countries to meet the needs of the population in transportation and ensure the development of the country's economy by changing approaches to the formation of transport -logistics solutions and development of modern transport infrastructure in accordance with EU standards". The purpose of the article is to analyze the current situation and directions of the post-war development of urban public transport in the context of the adopted «Ukraine Recovery Plan».

As already mentioned in Chap. 2 of this book, the development of major transportation infrastructure and location development (i.e. residential areas, industrial estates, office and retail parks) increasingly takes place in an integrated way. An integrated approach may not only contribute to a better, more sustainable spatial outcome of the development process (from the society’s point of view), but it might also be more efficient, although the increased complexity may have an unintended counter effect on efficiency as well (Van der Krabben et al. 2007). Moreover, in financial terms, the integrated approach also provides new opportunities. Traditionally, the public investments in transportation infrastructure are based on tax revenues. Usually, the according budgets available for transportation infrastructure development are limited and – almost by definition – not sufficient to develop all desired infrastructure. In looking for alternative funding for transportation infrastructure development, governments should try to find a way that allows for efficient economic performance, financial justice, and social facility. When transportation infrastructure and location development are combined, value capturing methods may, to a certain extent, offer an opportunity to achieve those goals (Banister and Berechman 2000; Batt 2001). Here, we define value capturing as a process by which all or a portion of increments in land value, that resulted from the installation of special public improvements or any other actions attributed to the ‘public effort’, are recouped by the public sector and used for public purposes (Smolka 2000; Smith and Gihring 2006). In Chap. 3, Debrezion et al. paid attention to the issue of value capturing especially on how to calculate the increment in property values caused by the infrastructure development, or to be specific a train station. However, there are still questions about whether value capturing might be a feasible method to finance infrastructure development projects and also about the explanation of decision-making process with respect to the implementation of value capturing methods.

Purpose: of the article is a proposal for a methodology for assessing the level of development of Cycling infrastructure in Moscow and a conceptual model of a system for monitoring transport infrastructure.Methods: to achieve this goal, the authors analyzed foreign and domestic experience in the development of the cycle transport infrastructure and methods for assessing its level of development. In preparing the article, the results of content analysis of scientific publications and research reports of Russian and foreign scientists and practitioners who are experts in the field of increasing the mobility of the urban population in megalopolises, in field studies and observations are used. The study is based on the marketing approach, which takes into account the objective indicators of the development of Cycling and the perceived level of development of Cycling infrastructure.Results: increasing the mobility of Moscow residents using environmental modes of transport is an important strategic task of the metropolis. For its successful solution, it is necessary to create a monitoring system that provides control over the achievement of the objectives of the development of Cycle transport infrastructure. The article presents the results of the development of a system for monitoring the level of development of Cycling infrastructure. A system of indicators, which is the basis of the monitoring system, has been developed, and the methodology has been tested. The test results can be defined as initial for the next monitoring Cycle.Conclusions and Relevance: the analysis of international and Russian experience in the development of transport infrastructure of megacities showed a significant interest in the integration of Cycling in multimodal travel of passengers. Active use of Cycling is associated with a change in the transport behavior of residents of the metropolis. This is largely determined by the level of development of the Cycle transport infrastructure. The Cycle infrastructure must meet the demands of citizens, the safety of cycling around the city, as well as other characteristics that provide the attractiveness and convenience of using cycles in the city. The paper proposes a system for monitoring the level of development of Cycling infrastructure. The monitoring is based on the assessment of hierarchical indicators grouped by management objectives. The indicators recommended for use in the monitoring system correspond to the principles of accessibility of information, reflect both subjective and objective factors that characterize the development of Cycling infrastructure, allow to identify local problems of Cycling infrastructure in all areas of Cycling. Testing of the monitoring system confirmed the possibility of its use to support management decision-making on improving the city’s transport system.

The transport and logistics complex of Kazakhstan, international transport corridors and bridges provide a linkage in the formation of the Eurasian transcontinental bridge and ensuring the sustainable development of Kazakhstan. A modern transport and logistics system provides a highly efficient transport network within the country, an increase in cargo traffic in the territory of Kazakhstan, coordination of all modes of transport, development of the local transport infrastructure in the regions and integration of Kazakhstan transport infrastructure into the global transport system.
 Currently, the logistics sector has accumulated a set of problems. This problem concerns the technical and technological modernization of the transport system, which implies the reequipment of transport fleet and, accordingly, the technical and technological improvement of transport infrastructure. Kazakhstan adopts the experience of foreign countries, which use innovative transport technologies. Innovative technologies allow reducing transport costs and expanding regional cooperation. Kazakhstan has implemented an effective satellite tracking and monitoring system of transport and the latest information technologies. Kazakhstan cooperates with China in the field of transport and logistics, and develops transport and transit infrastructure, which makes it possible to service cargo flows with Europe.
 According to the Government Program of Development and Integration of Transport System Infrastructure until 2020, Kazakhstan attaches great importance to the development and renewal of rail, road, air, and water transport. Therefore, we propose to implement a set of measures aimed at developing the infrastructure of the transport and logistics complex in Kazakhstan. It is necessary to reequip the transport fleet, improve the technical and technological characteristics of transport infrastructure, develop multimodal transport technologies and improve roadside service. Based on public-private partnership, it is necessary to form a fund that would support the development of the national transport and logistics complex, the growth of transit traffic and the growth of tourism in the country. We propose to develop transit transport, logistics enterprises, logistics centers, warehouses, to implement national standards for logistics services. The United Transport and Logistics Company of Kazakhstan is required to establish a unified platform for transport and logistics services both in Kazakhstan and abroad. Such a company will provide data on transport routes, which will allow a client to choose the fastest route, improve the service of logistic services and shorten the delivery time, cost, safety and stability of cargo.

The purpose of this article is the conceptualization and empirical interpretation of the notions of a developed transport infrastructure and developed production, as well as the identification of tools for their measurement in a territory. The main research questions to which the authors intend to find answers in this article are the following: (1) what does it mean (conceptually and empirically) ‘developed transport infrastructure’ and ‘developed production’ in a given territory? (2) how to measure the state of development (i.e., the static level of development) of transport infrastructure and production in a given territory? The article uses the following research methods: a systemic analysis of theoretical findings and empirical evidence from previous studies, a method of means for identifying developed / underdeveloped transport infrastructure/production, and a mapping method to assess the strengths and weaknesses of the country’s transport infrastructure. The results of this study show that, firstly, there are two main approaches to the conceptual understanding of transport infrastructure and production – traditional (narrower) and innovative (wider); secondly, developed transport infrastructure and developed products in the EU country are interpreted empirically with scores above the EU average, thirdly, almost all EU countries demonstrate a developed or undeveloped transport infrastructure and production, regardless of their measurement tools, i.e. different measurement tools show nearly the same result. The results of this study will help the authors in the future, based on quantitative empirical data and case studies, to answer the ‘umbrella’ research question about what is a priority for the economic development of the territory: a developed transport infrastructure or a developed production, i.e. what is the focus for investments in the conditions of objectively limited resources?

The authors set the goals: to assess the socio-economic importance of construction of intermodal transport infrastructure in the Russian Federation in modern conditions, to analyse the degree of development of issues of assessing the economic efficiency of intermodal aspects. To achieve these objectives, the content of modern strategic documents (such as the Comprehensive Plan for Modernization and Expansion o f Trunk Infrastructure, the Long-term Development Program of JSC Russian Railways until 2025, the Spatial Development Strategy of the Russian Federation, etc.), as well as the dynamics of container traffic volumes and results in construction of new and modernization of existing intermodal transport infrastructure were analysed. Based on this, a conclusion was made about relevance, importance, and prospects of development of intermodal transport infrastructure for both passenger and freight transportation.The degree of elaboration of issues of assessing the economic efficiency of intermodal aspects is analysed, while the historical retrospective of evolution of methods for its assessment within the framework of state or sectoral methodological guidelines adopted in the former USSR and the Russian Federation is considered. When analysing approaches to assessing economic efficiency inherent in a planned economic model, several effects from improvements associated with the development of transport infrastructure and organisation of operation are described. Against this background, the authors reveal the difference between former and new approaches, characteristic of the modern market economy.Through analysis and synthesis, conclusions were drawn for each part of the study. In the final part, using a dialectical approach, the results obtained are compared. Based on this, conclusions were made on the correlation between the importance of building an intermodal transport infrastructure, the degree of development of issues of assessing the economic efficiency of intermodal aspects and the prospects for development of this research area.

As Qin (2016) describes in detail, China's transport infrastructure has been developing at breakneck speed over the past twenty years. Let us compare the speed of China's infrastructure development with that of Japan's. The high-speed rail network in China, which started operation in 2008 with a total length of 672 km, has been extended to 16,000 km in 2014, growing by 70% per annum. Japan's high-speed rail system, or shinkansen, which started operation in 1964, has developed into a nationwide network in 2015 with a total length of 2,618 km. The growth rate of its length was 3% per annum. The speed of urban transport infrastructure development in China's major cities has also been very fast. Beijing's subway system, for example, which consisted of only two lines in early 1990s, has expanded to 18 lines with a total length of 527 km. Tokyo's subway system already had a well-developed network in 1990 with 10 lines. Only three more lines have been added to the network since then, and its total length has reached 300 km in 2015. The length of expressways and high-speed rail per capita in China at the end of 2014 were 0.08 m and 0.01 m, which were 124% and 58% of those in Japan, respectively. The length of subways per capita in Beijing is 107% of that in Tokyo in 2015. Although the development of China's transport infrastructure has been very rapid, the efficiency of travel in China has not improved with the same speed. In August 2015, I took a high-speed train from Guangzhou to Chaozhou. The 2-h ride on the train was more comfortable and faster than the 6-h trip for the same route by car in 2011. However, the total duration of the trip in 2015 was 4.5 h because Guangzhou's colossal high-speed rail station was located far away from the city center and the procedures prior to getting on the train were time-consuming. The efficiency in connecting the city to the high-speed rail is given much less consideration than the speed of the train. In Beijing, even with the building of 16 new subway lines and three more ring roads since the early 1990s, road traffic congestion is much severe today than it was in the early 1990s. The number of vehicles owned by Beijingers has increased by 12 times during the period and that must be one of the main reasons for the current traffic congestion. At least, that was how Beijing municipal authorities diagnosed the problem, and therefore they started to restrict the number of vehicle number plates issued to the public since 2011. However, the number of vehicles must not be the only reason for congestion, because ownership of vehicles per capita in Beijing is 12% less than that in Tokyo, where the incidence of traffic jams is much less than in Beijing. What is markedly different between the two cities is the selection of transportation modes by their citizens. A survey of the transportation modes used by people living in Tokyo's 23 wards conducted in 2008 revealed that trains and buses were the main modes of transportation in 66% of all trips (excluding those made only by walking) made by the respondents, while cars and taxis were the main modes in 14% of all trips. A similar survey conducted in Beijing in 2009 revealed that trains and buses were the main modes in 37% of all trips, while cars and taxis were the main modes in 41% of all trips. If such preferences for transportation modes remain unchanged, the problem of road congestion cannot be solved simply by building more roads and subways, and by restricting vehicle ownership. It is necessary to understand the reason why Beijingers prefer driving cars and taking taxies to taking buses and subways. Based on my casual observations, I guess that one of reasons behind Beijingers' preference is again the poor connection of subway stations to urban commercial facilities. In Tokyo, major commercial facilities are located near to rail and subway stations. In Beijing, subway stations are often located far away from commercial facilities. It is not uncommon that only a few kiosks and street vendors are found around a station. The relocation of commercial facilities to places near stations may benefit both the facilities and the passengers, and even change people's modal preferences. In the suburbs of Tokyo, private rail companies developed amusement parks, baseball stadiums, and housing complexes at the end of their network to increase traffic. As a result of a long accumulation of investments in urban facilities made by rail companies, retailers, and developers, which shaped the structure of cities, a rail-centered lifestyle in Tokyo was created. The development of transport infrastructure in China has been so rapid that it resulted in the poor connection between the newly built infrastructure and the existing city centers. It may be necessary for China to decelerate transport infrastructure development and to promote urban development around rail stations, in order to induce changes in people's modal preferences.

The development of global transport infrastructure is a crucial aspect of economic growth and prosperity. In this study, the main trends in the development of global transport infrastructure are analyzed, with a focus on the state and trends in the functioning of the national transport infrastructure of the Russian Federation. By identifying key problems and determinants of financial growth, a preliminary decomposition is made to guide future development. Proceeding from the fact that the innovative development of Russia’s transport infrastructure should occur through state stimulation of the development of intellectual and partnership relationships and the formation of a digital environment for managing projects for its innovative transformation at the state level, this study identifies the goals, methods, and levels of ensuring the implementation of innovative transformations in transport infrastructure. Consideration of the historical aspects of the formation of the modern economy and comprehension of the mechanisms of state management and tools to ensure innovative transformations in the sphere of transport allowed us to identify three stages (dogmatic, strategic regulation, and innovative integration) of transformation regarding the theory of the state management for the innovative development of transport infrastructure in Russia. Taking into account the content of these periods of transformation allowed us to detail the specifics of the modern stage; highlight the shortcomings; and propose theoretical and methodological foundations for revising the provisions of the state regulation of innovative development in transport infrastructure. To determine the effectiveness of the processes of the state regulation of innovation activity in the transport industry, we propose a model for assessing the effectiveness of innovation activity in the transport complex, which is presented in the form of a three-level parametric system, where the first group of indicators allows us to assess the innovation activity of economic entities in the transport industry; the second allows us to assess innovation potential; and the third allows us to assess the effectiveness of innovation. The novelty of the proposed model is the consideration of the principles of dynamism, perspective, and expediency, and its application allows us to establish the level of innovative development in transport infrastructure. An important factor in ensuring the sustainable development of a country’s economy and forming its positive image in the world is its financial attractiveness. Therefore, the assessment of financial attractiveness is a priority task for the development of modern sustainable transport infrastructure in Russia.

The purpose of the article is revealing the problems of development of transport infrastructure of the region from the financial standpoint, analysing modern approaches to the development of transport infrastructure at the regional level and the financial aspects of its support.It was found that public entities and local authorities have difficulties in financing development of transport infrastructure by state structures and local self-government bodies without any support. It was determined that Kharkiv region is one of the regions with the most developed transport infrastructure, which comprises railways, auto transport, and aviation. The region has a developed system of public transportation. It was justified that in order to maintain and develop the infrastructure of Kharkiv region, the strategic directions of the development of the region should be defined and the plan should be developed to attract investment which will have positive influence on the economy of the region. A number of measures must be taken for solving the problems of the transport infrastructure in Kharkiv region, but these activities require investment in the transport industry that cause difficulties in recessionary environments.The set of targets for solving the problems of funding the development of transport infrastructure of Kharkiv region in the context of the Ukrainian National transport strategy for the period up to 2030 has been developed. The comparative description of sources of financing has been considered. As the results, the best option of financing the transport infrastructure has been selected as the combination of budget resources and other sources of funding (funds from international financial organisations, state guarantee loans, funds of investors, PPP). Detailed elaboration of such a mechanism should be the subject of further research in this area.

The article examines the interrelationship between agglomeration management and state transport policy as mechanisms of political governance aimed at addressing strategic objectives in achieving national development goals. The factors contributing to the development of St. Petersburg and the Leningrad region elucidate the particular interest and high demands for the development of the transport system of the St. Petersburg agglomeration as a whole, as well as its transport infrastructure in particular. Based on the results of the study, the main problems facing the transport system of the agglomeration are identified; the primary parameters of the most significant projects (The Western High-Speed Diameter (WHSD), Ring Road-2) are outlined. Additionally, the article highlights other initiatives focused on the development of aviation and railway transport infrastructure, which underscore the necessity for ongoing monitoring and adjustments regarding the prioritization of measures to improve transport infrastructure, accelerate implementation timelines, and engage in political forecasting concerning the development of transport infrastructure, taking into account the synergistic effects derived from the realization of the The Western High-Speed Diameter (WHSD) and Ring Road-2 projects.