Development Of Corridors Research Articles

Nodes and Corridors of Metropolitan Structure Development. Identification and Parametrization Issues On Example of Krakow

The subject of the author’s research is planning and urban aspects of modelling the spatial structure of cities being in the metropolitan development phase, with particular emphasis on the problems typical of their inner city. The research approach consists in an attempt to define the main elements forming the urban structure of this structure. It is assumed that these are nodal locations and development corridors, i.e. points and bands distinguished by accessibility by transport, diversity and intensity of land use, increased investment traffic and significance for the urban composition of the city. The purpose of research is to define the basis of spatial policy for particular types of development corridors and the corresponding nodal sites, also called urban centres. The article presents the assumptions of the method of identification, classification and parameterization of these elements. The criteria and factors were derived from the following assumptions and experiences: a) there is a close relationship between spatial development policy and transport policy, where pedestrian and bicycle traffic is becoming a higher priority, b) metropolitan centres are shaped in places with the highest availability of collective transport, and these places form a network of public spaces of the contemporary city, c) the importance of ecological, architectural and urban quality factors increases, as well as the values that create the identity of particular spaces that build the metropolis, d) the main corridors of spatial development should integrate sensitive and strategic areas, including areas requiring revitalization and areas of intense and spontaneous transformations. Conclusions from the research based on the example of Krakow allowed for the refinement of factors assessing the potential of activation and integration of development corridors.

Support for China–Pakistan Economic Corridor development in Pakistan: A local community perspective using the social exchange theory

China and Pakistan have initiated a mega project with the name of China–Pakistan Economic Corridor (CPEC). This study examines how local residence support of CPEC is shaped in Pakistan. This study employs a social exchange theory to explain how perceived impacts affect an individual's level of support for CPEC development. Findings reveal that social exchange theory fits the data well by confirming that the more residents perceive impacts positively, the more they are likely to support CPEC. Data were collected online using the Google platform from 280 citizens, residing in all provinces of Pakistan. Findings of this study validate most of the hypothesis. Positive impact shows significant effect on personal benefit and support for CPEC development. Similarly, personal benefit also shows significant effect on support for CPEC development. However, negative impact shows insignificant effect on personal benefit and support for CPEC development. Findings of this study will guide the government officials and policymakers of CPEC about the perception of local people residence, both positive and negative impact. Policymakers can use the findings of this study to gain local citizen's support for the CPEC development projects and designs policies accordingly for the future projects.

Regions as international development corridors in the Western borderland of Russia

«Вестник Санкт-Петербургского университета. Науки о Земле» — научно-теоретический рецензируемый журнал, обобщающий результаты исследований в области геологии, гидрогеологии и геохимии, петрологии и экологии, ландшафтного планирования и геоморфологии, экономической и социальной географии.

Genetic structure of natterjack toad (Epidalea calamita) populations in Flanders, Belgium, and its implications for conservation

Abstract Unique evolutionary potential could be lost when a population goes extinct or when individuals are translocated to other existing populations. Therefore, in order to identify priorities and to predict the efficiency and consequences of conservation actions, information is needed on the genetic structure of natural populations. In the urbanized and diverse landscapes of Flanders, Belgium, natterjack toad (Epidalea calamita) populations have been declining over the last decades. Therefore, this species is subjected to a wide range of different types of conservation measures (e.g. habitat management, corridor development, translocations). However, more information is needed on its genetic population structure. In this study, we sampled egg clutches from six populations and studied their genetic structure with six microsatellite markers. In total, 184 samples from 99 different egg strings were genotyped. Observed heterozygosity was generally high, even for the small and isolated populations (overall mean HO = 0.43). The weak clustering by the Bayesian analyses (STRUCTURE, Adegenet and BAPS) does not allow us to make strong conclusions on the population structure. However, the significant ΦST values between the populations underline the importance of genetic information when conservation priorities are discussed. Unique evolutionary potential could be lost when one or more natterjack toad populations would go extinct, and translocation of individuals to other existing populations should be considered with caution.

Central Asian Transport Corridors Issue in the Scientific Literature

The article describes the main views of domestic and foreign experts on the development of transport corridors in Central Asia. The relevance of the problem is explained by the expansion of transport infrastructure in the Central Asian region within the framework of both national and international programs. The participation of Central Asian countries allows to solve a number of problems through the realization of the country’s transit potential. However, in the process of implementing infrastructure projects, regional states face risks that require a correlation of transport policies with the national interests of the countries. This explains the wide scientific interest in this issue. The expert community is increasingly focusing on issues of transport policy of states and international cooperation on transport projects. Despite the large number of works on various aspects of international and regional transport corridors, in the scientific literature there are no works of a complex nature, studying the transport corridors of Central Asia. This also applies to historiographic research.

IMPROVING THE EFFICIENCY OF THE RUSSIAN ECONOMY IN THE CONTEXT OF THE DEVELOPMENT OF INTERNATIONAL TRANSPORT CORRIDORS

The article deals with the peculiarities of the functioning of the international transport corridors «North-South» and «East-West» in Russia, their importance for the country's entry into the world market. The article analyzes the key problems of functioning and development of international corridors in Russia.

Концепции развития и позиционирования Сибири: количественная оценка их приоритетности с геополитической точки зрения

The article analyses eight most relevant conceptions of the development and positioning of Siberia: the diversification of oil and gas flows, the Asian Super Ring, the Trans-Siberian project RAZVITIE,the strategy of the socio-economic development of Siberia, the conception of intracontinental development, the Northern Hoop, the environmental conception and that of space compression. The proposed conceptions have been classified into five main groups. A methodology for assessing the geopolitical position of regions has been tested using Siberia as an example. Changes in the parameters of the geopolitical position due to the implementation of these conceptions have been assessed. Using algebraic logic, the author identifi and analysed conditions for improving the geopolitical position of Siberia. All conceptions have been compared and analysed using a point scale. Industrial and commodity direction combined with the development of transport corridors should be given priority. Separate implementation of export-oriented and transport strategies is less effective and the development of tourism and the compression of oikoumene may worsen the geopolitical position of Siberian regions.

Turkey’s National Strategy on Regional Development (2014-2023) and a critical view of development corridors

Turkey’s National Strategy on Regional Development (2014-2023) and a critical view of development corridors

基于减贫与包容性增长的路径探索 —— 以莫桑比克区域发展走廊战略为例

基于减贫与包容性增长的路径探索 —— 以莫桑比克区域发展走廊战略为例

Fracture corridors and fault reactivation: Example from the Chalk, Isle of Thanet, Kent, England

Fracture corridors, elongated zones of narrowly spaced, highly connected, fractures, can generate the main fluid flow pathways in natural reservoirs and can be responsible for an early water break-through in hydrocarbon reservoirs. Understanding this fracturing is necessary for reservoir behaviour prediction. An outcrop analogue of a chalk fractured reservoir from the Isle of Thanet, in SE England is used to understand the development of fracture corridors, and to characterize their relationship with faulting and folding. We show that fracture corridors are associated with strike-slip reactivation on sub-seismic faults in a context of polyphase deformation. They nucleate on slip patch tips or on areas of stress concentration due to fault plane dip/strike irregularities, steps or fault intersections. Fracture corridors generated are oblique to the fault which they initiate on. With increasing deformation, fractures composing the corridor are sheared and a fault can develop within the fracture corridor. The relationship between folding and fracture corridor development in this area is indirect. Both are localized by a pre-existing basement fault that allows stress concentration and reorientation and promotes fault reactivation in the chalk cover. This work emphases the importance of the distribution of sub-seismic faults in fractured reservoirs as they can control the development of fracture corridors.

«Single window» mechanism as a factor in the development of transport corridors within the Eurasian Economic Union

The article discusses the importance and prospects of the implementation of the «single window» mechanism within the Eurasian Economic Union as a tool for regulating foreign economic activity. The emphasis is made on the development of transport corridors «West – East» and «North – South» based on the implementation of the «single window».

Transport Infrastructure in Ethiopia

The development of transport infrastructure is a priority objective for many African countries. This process has significant impact on the efficiency of continental and world trade corridors, and also influence on the costs of economic activity. In this case, the transformation in the transport sector of Ethiopia must be noted. The government of the country has taken a decision to create national railway network and develop aviation and road lines of communication. After The Eritrean War of Independence Eritrean separation was announced and Ethiopia lost its maritime infrastructure and became a landlocked country. This situation provides great difficulties in process of international trade and economic activity for the region. Now the development of transport corridors which connect economic centers with large ports of the region is a priority task for Ethiopian government. In this case Ethiopia is actively attracting foreign investors and world financial organizations to create stable, efficient and economically profitable ways of transport communication with the port infrastructure of neighboring countries. This year, Chinese companies finished to rebuilt the railway line Addis Ababa-Djibouti, in the coming years, governments of Kenya and Ethiopia, will launch new Mombasa-Nairobi-Addis Ababa motorway. This infrastructure projects are essential for enhancing Ethiopian competitiveness and economic activity and provide opportunity to reduce transport costs. Moreover, the Ethiopian authorities are making great progress in developing the internal transport infrastructure, first of all, in terms of increased paved road and development of railway infrastructure, which promotes more efficient use of natural,economic and human resources. Foreign companies are actively involved in realization of this transport projects and it can be a perspective area for cooperation between Russian Federation and Ethiopia. The article provides a detailed overview of Ethiopian transport sector and describes the key infrastructureprojects which can be interesting for Russian companies.

Hidden challenges for conservation and development along the Trans-Papuan economic corridor

The island of New Guinea harbours one of the world’s largest tracts of intact tropical forest, with 41% of its land area in Indonesian Papua (Papua and Papua Barat Provinces). Within Papua, the advent of a 4000-km ‘development corridor’ reflects a national agenda promoting primary-resource extraction and economic integration. Papua, a resource frontier containing vast forest and mineral resources, increasingly exhibits new conservation and development dynamics suggestive of the earlier frontier development phases of other Indonesian regions. Local environmental and social considerations have been discounted in the headlong rush to establish the corridor and secure access to natural resources. Peatland and forest conversion are increasingly extensive within the epicentres of economic development. Deforestation frontiers are emerging along parts of the expanding development corridor, including within the Lorentz World Heritage Site. Customary land rights for Papua’s indigenous people remain an afterthought to resource development, fomenting conditions contrary to conservation and sustainable development. A centralised development agenda within Indonesia underlies virtually all of these changes. We recommend specific actions to address the environmental, economic, and socio-political challenges of frontier development along the Papuan corridor.

Decreasing brown bear (Ursus arctos) habitat due to climate change in Central Asia and the Asian Highlands.

Around the world, climate change has impacted many species. In this study, we used bioclimatic variables and biophysical layers of Central Asia and the Asian Highlands combined with presence data of brown bear (Ursus arctos) to understand their current distribution and predict their future distribution under the current rate of climate change. Our bioclimatic model showed that the current suitable habitat of brown bear encompasses 3,430,493 km2 in the study area, the majority of which (>65%) located in China. Our analyses demonstrated that suitable habitat will be reduced by 11% (378,861.30 km2) across Central Asia and the Asian Highlands by 2,050 due to climate change, predominantly (>90%) due to the changes in temperature and precipitation. The spatially averaged mean annual temperature of brown bear habitat is currently −1.2°C and predicted to increase to 1.6°C by 2,050. Mean annual precipitation in brown bear habitats is predicted to increase by 13% (from 406 to 459 mm) by 2,050. Such changes in two critical climatic variables may significantly affect the brown bear distribution, ethological repertoires, and physiological processes, which may increase their risk of extirpation in some areas. Approximately 32% (1,124,330 km2) of the total suitable habitat falls within protected areas, which was predicted to reduce to 1,103,912 km2 (1.8% loss) by 2,050. Future loss of suitable habitats inside the protected areas may force brown bears to move outside the protected areas thereby increasing their risk of mortality. Therefore, more protected areas should be established in the suitable brown bear habitats in future to sustain populations in this region. Furthermore, development of corridors is needed to connect habitats between protected areas of different countries in Central Asia. Such practices will facilitate climate migration and connectivity among populations and movement between and within countries.

Baku-Tbilisi-Kars: Regional Implications and Perspectives

The establishment of the Eastern Partnership (EaP) policy as a part of the European Neighborhood Policy (ENP) sets new objectives for the deepening of cooperation between the EU and EaP countries, and the greater integration of the EaP based on shared norms, values and standards. Forming the eastern divide of the ENP, Armenia, Azerbaijan, Belarus, Ukraine, Moldova, and Georgia are considered official neighbors of the EU, although half of these countries (Armenia, Azerbaijan and Georgia) do not lie on the immediate borders of the EU. However, these South Caucasian countries play an important transit role by connecting the EU with Central Asia and China. Hence, the Baku-Tbilisi-Kars (BTK) railroad, crossing Azerbaijan, Georgia, and Turkey, establishes a significant link in the further development and integration of regional and global transit corridors stretching from China to Europe through Central Asia and the South Caucasus.

Liner shipping cascading effect on Southern African Development Community port strategies

Background: The cascading effect in the liner shipping industry has forced the ply of larger ships to Southern African Development Community (SADC) ports. This requires these ports to revise their strategic development to accommodate the resulting shifts in cargo flows to and from these strategic ports in conjunction with hinterland corridor development.Objectives: The purpose of this research was to understand the changing landscape of strategic SADC ports and develop future strategies with regard to liner shipping services.The main objective was to assess the future development needs of the SADC port system in relation to the cascading effect in liner shipping, linked to the development of hinterland corridors, identifying the limitations and opportunities of each port.Method: Descripto-exploratory research and analysis of secondary data were used. An extensive research of 552 sources (journal articles, research reports, books, newspaper and magazine articles and webpages) dating mostly from the year 2000 onwards were analysed.Results: Durban will remain the preferred container hub port for the foreseeable future if the port can increase its capacity and offer superior customer service in relation to competing ports in the region, such as Maputo, Walvis Bay and Ngqura. Durban is well adapted to accommodate the port and landside requirements resulting from the cascading effect. This is most evident in the depth of the port and port-side handling equipment. The findings confirm that the success of other SADC ports and corridors are subject to regional cooperation and integration without which the dominance of the port of Durban and the Maputo and North–South corridors will continue.Conclusion: The findings of the research indicate that Durban is ideally suited to develop further as a container hub port for the SADC region. This development is subject to a more competitive port landscape in the region as other ports such as Maputo, Walvis Bay and Ngqura improve their liner shipping service offering.

Operational Effects of the Consolidated Intersection Design on Urban and Suburban Arterials

Along urban and suburban arterials, closely-spaced signalized intersections are commonly used to provide access to adjacent commercial developments. Often, these signalized intersections are designed to provide full access to developments on both sides of the arterial and permit through, left-turn, and right-turn movements from every intersection approach. Traffic signal timing is optimized to reduce vehicle delay or provide progression to vehicles on the arterial, or both. However, meeting both of these criteria can be cumbersome, if not impossible, under high-demand situations. This research proposes a new design that consolidates common movements at three consecutive signalized intersections into strategic fixed locations along the arterial. The consolidation of common movements allows the intersections to cycle between only two critical phases, which, in turn, promotes shorter cycle lengths, lower delay, and better progression. This research tested the consolidated intersection concept by modeling a real-world site in microsimulation software and obtaining values for delay and travel time for multiple vehicle paths along the corridor and adjacent commercial developments in both existing and proposed conditions. With the exception of unsignalized right turns at the periphery of the study area, all non-displaced routes showed a reduction in travel time and delay. Additional research is needed to understand how additional travel through the commercial developments adjacent to the arterial may effect travel time and delay. Other expected benefits of the proposed design include a major reduction in conflict points, shorter pedestrian crossing and wait times, and the opportunity to provide pedestrian refuge areas in the median.

The Belt and Road Initiative – the New Silk Road: a research agenda

ABSTRACTDespite the prosperity and long continuity in history, the ancient Silk Road was weakened in recent centuries. Only with the end of the Cold War, there come the chances for its revival. The launch of the Belt and Road Initiative in 2013 by the Chinese coincided with the development strategy change of China, but the Initiative has just still been an initiative open to be substantiated by future policies and changes in China and overseas. The early focus has been on infrastructure investments. On the basis of existing railways, China has developed with European and Central Asian cities an ever-intensifying network of scheduled freight trains to carry out and promote long-distance trade along the old Silk Road routes. Lately, the overland routes have developed intermodal services to revive the traditional linkages between overland Silk Road and maritime Silk Road. Also, a new transport connectivity facilitated by China-funded railway investments has evolved, for example, in Eastern Europe and East Africa and China investment agreements on the development of economic corridors in Pakistan and Myanmar. There have been and could be criticisms and skepticisms about the Belt and Road Initiative. The infrastructure facilities built under the Initiative would definitely enhance local and regional connectivity of the host countries, and when combined with attempts at local industrialization, facilitated by the new opportunities of trade and exchanges, and funded by China or otherwise, it would offer the best chance for lifting the local populations out of the trap of isolation, poverty, and marginalization.

Intermittent development of forest corridors in northeastern Brazil during the last deglaciation: Climatic and ecologic evidence

The semi-arid northeastern (NE) Brazil vegetation is largely dominated by Caatinga, one of the largest and richest dry forests in the world. Caatinga is a strategic biome, since it has borders with Cerrado, Atlantic forests and the Amazon, acting as a potential corridor (or barrier) for biotic interchange between these regions during evolutionary times. Therefore, accurate reconstructions of past vegetation, ecological and hydrological changes in this area are critical to understanding the dynamics of biome boundaries that may play an important role in dispersal and diversification mechanisms and, more specifically, the link between the long-term climate variability and tropical biodiversity. Here, we present high-resolution palynological and elemental data from marine core GeoB16205-4 retrieved off the Parnaíba River mouth (NE Brazil) mainly covering the Younger Dryas (YD). We show that the YD interval was predominantly wet in NE Brazil, yet it was not homogenous and two distinct phases could be distinguished. A marked intensification of wet conditions between ∼12.3 and 11.6 cal kyr BP was recorded by the expansion of tropical rainforest and tree ferns. These results are in agreement with the transient TraCE-21k coupled climate model simulation. We infer that the second pluvial phase of the YD is related to a weak AMOC due to meltwater pulses in the North Atlantic, which forces a southward shift of the Intertropical Convergence Zone and its associated rainfall. Our records provide new evidence on the establishment of an “eastern forest corridor” in the nowadays semi-arid Caatinga allowing for past biotic interchanges of plant species.

Labour productivity motivation framework for Iskandar Malaysia

Purpose The purpose of this paper is to develop a motivation framework that will enhance labour productivity for Iskandar Malaysia (IM) construction projects. The vision of IM development corridor is to become Southern Peninsular Malaysia’s most developed region by the year 2025. IM cannot realise this foresight without effective labour productivity. Previous studies have reported that the labour productivity of IM construction projects was six times lower than the labour productivity of Singapore construction projects, due to lack of motivation among IM labourers, and a shortage of local skilled labour. Therefore, there is a need to study how to motivate IM construction labourers, so as to increase their productivity. Design/methodology/approach A quantitative research method was used to collect data from IM construction skilled labourers and construction professionals, using two sets of questionnaire. The respondents were selected using a purposive sampling technique. In total, 40 skilled labourers and 50 construction professionals responded to the questionnaire survey, and the data were analysed using Statistical Package for Social Science software (version 22). Findings The analysis revealed the major factors that motivate labourers participating in IM construction projects. The factors were ranked hierarchically using Relative Importance Index (RII) and the outcome of the ranking indicated that effective management, viable construction practices, financial incentives, continuous training and development, and safe working environment were the most significant motivation strategies that positively influence IM construction labourers. Originality/value The study developed and validated a framework that can be used to boost the morale of IM construction labourers, so that their productivity can be increased. Implementation of the established motivation framework will also lead to career progression of IM construction labourers, based on the training elements in the framework. This career prospect will attract local skilled labourers to participate in IM construction projects.