International Routes Research Articles

Peculiarities of the environmental light pollution in Chernivtsi Region

Introduction. Every year industrial development and economic growth make light pollution worsen on a global scale. It is a well-known fact that artificial outdoor lighting causes destruction of wildlife habitat, impacts circadian rhythms of all living beings, disrupts animal behavior and leads to medical disorders of humans. Over the last decade scientists switched their focus from artificial sky glow over large cities to light pollution of rural landscapes, protected areas and roadways. 
 The purpose of this paper consists in assessing night-time light emissions over Chernivtsi Region as well as over city of Chernivtsi using satellite measurements.
 Methods. Measurements of night-time light emissions were obtained with the help of GIS web application Radiance Light Trends and the light trends analysis tool. The application allows examination of changes in light pollution across selected areas since 1992 and performs time-series analysis with fitting an exponential curve into the data set.
 Results. The trend in light emissions observed by satellites for Chernivtsi Region indicated brightening at the rate of 2.45 % per year from 1992 to 2014, and 2.93 % per year from 2014 to 2021. The marked increase in the intensity of atmospheric light pollution over Chernivtsi Region is largely attributable to urban expansion of district centers, national & international routes and resort complexes. At the same time, the spatial pattern of the light environment over city of Chernivtsi indicated a nearly constant level of aggregate annual light radiance for the last 8 years. A large irregularly shaped "light spot" was detected on the territory of the Prut-Siret interfluve. It crosses the region from the northwest to the southeast and covers the regional center with its suburbs and the national highway H-10. The night light radiance constitutes 47.49∙10-9 mW/cm2 sr in the center of the spot and more than 1∙10-9 mW/cm2 sr at its edges. The highest level of light pollution in Chernivtsi Region was registered in January, and the lowest – in March. Night-time light emission over two most illuminated highways remains relatively constant regardless of the season.
 Conclusion. The study highlights that despite low population and low economic activity, rural landscapes demonstrate a trend towards increasing brightness of the night sky. The findings provide a quantitative reference for light pollution management in the region and for further research in the area.

Using Pixel-Based Image Classification to Identify City Structure Development in Balikpapan City, East Kalimantan

A city structure is a composition of forming a city. The shape of its city can characterize the development. City development must be sustainable, then the city structure formed must also support sustainable development. Pixel-based image classification is a method used in remote sensing to quickly and multi-temporally identify structures of development of the city. Balikpapan is a National Activity Center (PKN) that has a strategic location for national and international transport routes and, therefore, can accelerate the development of the city. The study aims to identify the development of city structures formed in Balikpapan from 2009, 2014, and 2019 by using pixel-based image classification and overlay analysis. The variables of this study are developed land, non-developed land, vegetation land, and water body. The study results show the development of the city structure by forming several core structures in Balikpapan, or called multi-nuclei, on city structure theory by Harris and Ullman in 1945. The built-up area dominates the development of the city structure, and development dominates from southern to eastern of Balikpapan City. The city center formed has a role as Central Business District (CBD), and the sub-city center created helps the city center to equalize sustainable development for a better future. The development of the city structure in Balikpapan provides direction to help adjust the city in the future.

International spillover effects in the EU's textile supply chains: A global SDG assessment

Successful implementation of the Sustainable Development Goals (SDGs) requires world countries to account for actions that inadvertently generate negative impacts on other countries. These actions/effects are called ‘spillovers’, and can hinder a country's SDG progress. In this work, we analyse negative social spillover effects, focussing specifically on the occupational health and safety aspects of workers in textile supply chains. We select two indicators: fatal accidents and non-fatal accidents that take place in global supply chains for satisfying consumption of textile products (such as clothing, leather products) by European Union (EU) countries. Specifically, we scan global supply chains originating in countries outside of EU for meeting the demands of its citizens. To this end, we employ a well-established technique of multi-regional input-output analysis, featuring information on 15,000 sectors for 189 countries, to scan international supply chain routes that are linked to consumption of textile products by EU countries. Our findings suggest that Italy, Germany, France, Spain, Poland, Belgium and Portugal are collectively responsible for about 80% of both fatal- and non-fatal accidents that are attributed to the EU's consumption-based footprint. These findings not only call for a need for coherent SDG policies that consider spillover effects, but also the need for these effects to be included in EU's strategic instruments and policy-related tools.

SCIENTIFIC APPROACH TO ACHIEVING COMPETITIVE ADVANTAGES IN THE SPHERE OF WATER TRANSPORT OF UKRAINE

Topicality. Ukraine is a maritime power and has an advantageous geographical position due to its location at the intersection of international transport routes. Water transport is one of the spheres of economic activity that can ensure an increase in the level of competitiveness of Ukraine at the international level, especially in the context of the strengthening of integration processes in the world and European economic systems. However, little attention is paid to the argumentation at the subregional level of the unique competitive advantages of water transport and effective relationships between all stakeholders in this area. The analysis of the literature indicates a sufficient theoretical substantiation of various issues of providing water transport in Ukraine, but they need to be clarified taking into account the peculiarities of the present.Aim and tasks. The purpose of the article is to substantiate the scientific approach to achieving competitive advantages in the field of water transport by determining the empirical and theoretical foundations and competitive advantages of water transport in Ukraine in modern conditions of development.Research results. It has been established that various scientists distinguish three main approaches to understanding the concept of “competitive advantage”: comparative, resource and value-competence. However, taking into account the peculiarities of the activity and development of water transport, in order to study its competitive advantages, the author proposes to consider its competitive advantages from the standpoint of the created value, in particular: as a unique or prevailing property (excellent qualities or special properties that are of increased value for the consumer), as the success of administration (cost reduction for organizational and managerial success), as competence (collective knowledge for a unique implementation), as a value chain (created benefits of a diverse nature). Therefore, the competitive advantage of water transport should be understood as the exclusive value that the sphere possesses and which gives it advantages over competitive countries at the subregional level. Taking into account the scale and hierarchy of the origin of the competitive advantages of the studied area, it was determined that they are influenced by a number of factors, the main of which are the national development strategies of Ukraine, the level of competitiveness of water transport enterprises and the degree of integration of domestic water transport into the world space. On the basis of studies of the volumes of formation of the surplus value of the structural indicators of the GDP of the countries of the European Union, the need to increase the competitive advantages of the water transport of Ukraine, which should be significant, visible, stable, unique and profitable, is economically substantiated. By the nature of the factor of influence, the authors singled out the geographical, political, economic, organizational and managerial, material and technical, innovation and information, marketing, social, infrastructural competitive advantages of the water transport of Ukraine and indicated the indicators on which they exert the greatest influence.Conclusion. A scientific approach to achieving competitive advantages in the field of water transport in Ukraine has been substantiated, the main goal of which is to ensure a balanced attraction and use of water transport resources, taking into account national characteristics and the influence of the external environment. The groups of factors and competitive advantages of the water transport of Ukraine have been determined, the achievement of which depends on the possibility and ability of their management, the significance for the water transport sector and the country as a whole, the priority of the implementation of strategic and operational tasks. However, achieving them and keeping them at a high level will make it possible to withstand external factors.

PERLINDUNGAN HUKUM TERHADAP HAK KEKAYAAN INTELEKTUAL (HKI) DI INDONESIA

In everyday life, whether we realize it or not, we will always come into contact with the use of Intellectual Property Rights (IPR) on the products we consume or use. In the current era of globalization, IPR has become a very important issue and has always received the attention of various parties, both national and international levels. IPR is the only right that is specifically granted to the inventor / creator, while other parties are prohibited from using the invention / creation. For this reason, IPRs need to be legally protected. The formulation of the problem in this research is what are the steps in providing legal protection for IPR in Indonesia and how is Indonesia's concern as a member of the WTO in providing legal protection for IPR. As a normative juridical research, to obtain data, literature research is carried out in order to obtain legal material, both primary, secondary and tertiary legal materials. The approach method used is the statutory approach, namely by examining the applicable legal provisions which are related to the issue of legal protection of IPR in Indonesia. In the legal protection of IPR, several routes can be taken, namely national, regional, European and international routes. As an effort to protect IPR, Indonesia has ratified several international conventions and harmonized several laws and regulations in the IPR sector. However, the legislation that has been produced should be supported in the form of law enforcement, so that it will have a positive impact on creators. Especially now that there are more and more practices of IPR violations, CD and VCD piracy, song or art piracy and so on. Likewise, violations in the field of brands that are rife with the development of online businesses such as Shopee, Lazada, Tokopedia, Bukalapak, JD.ID, OLX and others, both officially registered and unregistered.

Historical geography of the silk road

The "Silk Road" is an international channel for human trade and cultural exchanges that spans the Eurasian continent and lasts for more than two thousand years. It has contributed to the social and economic development and cultural exchanges of Asian and European countries, especially ancient China. A huge contribution, it is like a geographical artery that flows the blood of human culture. The discovery of the Silk Road was a great initiative in the history of human civilization, and it was the longest international transport route between the East and the West in ancient times. This international transport route served as a bridge for political, economic and cultural communication among the countries along the Silk Road and facilitated the spread and exchange between the ancient Indian, Egyptian, Greek and Chinese civilizations. Throughout history, we can conclude that the Silk Road emerged in tandem with the opening of China. The prosperous period of the Silk Road was a period of great openness in Chinese history, as China's openness waned, the Silk Road gradually declined, and the Middle Ming Dynasty "closed" after interregional exchanges along the Silk Road largely stalled. With China's increasing openness in the 21st century, the Silk Road has experienced a renaissance.

Market share analysis: international direct offer to and from Santiago de Chile’s International Airport Arturo Merino Benitez (2017-2019)

This research work has a qualitative, exploratory and descriptive approach of bibliographic type that has for objective determine the market share generated by commercial airlines of passenger transport that operate direct international routes to and from Arturo Merino Benitez International Airport of Santiago de Chile during the period 2017-2019, as well as to dimension the size of airlines' offer, identify the market leader and observer its behavior

Tourist destinations and cooperative agreements between airlines

The important links that are formed between tourist destinations and the airline industry are evident in the previous literature. These links are active in both directions. The characteristics and the policies of tourist destinations can affect such relevant aspects as the organization of airline route networks, the inauguration of new routes and their expansion. In this study, it is proposed that the value of a tourist destination and the inclusion of airports close to the tourist destination on the routes of an airline are also related to whether that airline decides to plan its route networks with its own resources or to complement those resources with assistance from other partner airlines through cooperative alliances, specifically code-share agreements. Taking into account the assumptions of the Resource-Based and the Relational views, the value of a tourist destination can be a relevant factor in the cooperative behaviour of airlines. Moreover, the routes within which the most valuable tourist destinations are embedded can be of different types. It is therefore of interest to know whether the type of route plays a relevant role in the preference for cooperative behaviour among the routes that include tourist destinations. Around 50,000 routes and the most important global tourist destinations were considered to analyse this behaviour. The results showed that the airlines under study preferred to operate the routes that included valuable tourist destinations with their own resources, although this behaviour was more variable when differentiating between types of routes. • Tourist destination value influences the strategic behaviour of airline firms. • Airline firms will tend not to cooperate on routes with top tourist destinations. • The type of route influences the cooperative behaviour of Airline firms. • Scarce resources prompt cooperation on international routes to top destinations. • Airlines prefer to cooperate on routes with no hubs but with top tourist destinations.

Architectural-Landscape And Artistic-Technical Modernization And Visualization Of The Territories Of The Tashkent-Samarkand Railway

The article highlights some results of scientific and practical research carried out on the modernization of architectural and landscape, artistic and technical visualization of territories along the Tashkent-Samarkand railway, which is one of the important international tourist routes of Uzbekistan.

Influence of COVID-19 on air pollution caused by commercial flights in Turkey

ABSTRACT The present research addresses the influence of COVID-19 on the amount of air pollutants induced by commercial air transport in Turkey. The data sets were obtained from the General Directorate of State Airports Authority (GDSA), the International Civil Aviation Organization (ICAO) and Turkish Airlines (THY). Since the pandemic became a serious issue for Turkey in March, 2020, the period from March until August 2020 is considered as being the pandemic period for the purpose of calculations. Comparisons were added to computations starting from January 2017. The percentage changes in the total pollutant amount on a monthly basis, induced by domestic flights in 2020 for the months of March, April, May, June, July and August were calculated to be −42.78%, −99.76%, −99.61, −73.27, −49.66% and −36.66%, respectively. Compared to the total amount of emissions of domestic traffic, the total amount of pollutants for international traffic did not increase in July and August. The increase in traffic on domestic flights in July and August 2020, along with the increase in demand for the tourism sector, did not reflect the same on international routes. The fact that part of the data obtained during the study is based on real evidence, and that some of it gives an average result through assumptions, indicates a serious decrease in the amount of pollutants as an undeniable fact.

Determinants of flight delays at East Asian airports from an airport, route and network perspective

Previous studies on determinants of flight delays have been limited to the attributes of departure and arrival airports and routes and experiences in North America and Europe. This research extends the existing discussions by considering a network perspective to explore East Asian airports. A total of 4611 routes among 318 airports in the second half of 2017 are analyzed using panel data regressions. Results show that the attributes of airports and routes linked with the departure and arrival airports of a flight are the essential determinants of flight delays in East Asia. However, the congestion internalization and hubness effect of departure and arrival airports suggested in previous research are not observed in this region. The associations of slot control levels and route attributes with delays are varying between airports inside and outside China and domestic and international routes. This research supplements a new perspective to understand the determinants of flight delays in existing literature and provides a rarely observed knowledge to encourage East Asian airport operators and carriers developing management strategies for minimizing flight delays.

Trade Volume Prediction Based on a Three-Stage Model When Arctic Sea Routes Open

With the advancement of global warming, the Arctic sea routes (ASRs) may open for the entire year. The ASRs will be far more competitive than they are now, and they will be the major international sea routes in the future. To date, most studies have researched the economic feasibility in the short term from a company’s perspective. To help to plan the shipping market in the future, we developed a three-stage model to simulate the trade demand of the ASRs for the long term. This model firstly considers the seasonal sea ice dynamics in the future and plans new paths for vessels shipping through the Arctic. Additionally, an improved trade prediction model was developed to adapt to the long-term forecasts. After verification, the accuracy of the model was found to be very high (R2 = 0.937). In comparison with another transportation cost model and a trade prediction model, our model was more reasonable. This study simulated the trade volumes of China, Europe (EU), and North America (NA) in 2100 with the ASRs open. The results show that the percentage of port trade can be up to 26% in representative concentration pathway (RCP)2.6, and the percentage of port trade can be up to 52% in RCP8.5.

Invasion and potential risks of introduced exotic aquatic species in Indian islands

Abstract India is endowed with a wide range of ecosystems, of which oceanic island ecosystems viz. Andaman and Nicobar and Lakshadweep are unique and ecologically fragile because of the high degree of endemism in species composition. Altogether 25 species under different faunal groups such as cnidarians, polychaetes, cirripedes, mollusks, and ascidians are reported as invasive species in Indian islands, of which 24 species are found in Andaman and Nicobar Islands, while 4 species are available in Lakshadweep. Ship-mediated invasions, especially ballast water discharge and ship-hull fouling, are the major source of invasions as these islands are located in the vicinity of the international sea route. In the present paper, we have represented these non-native species of fauna and flora to discriminate and identify them as non-native or invasive. This study deals with the diversity and distribution of aquatic invasive species in islands and their detrimental impact on the island ecosystem.

Genomic surveillance of Neisseria gonorrhoeae in the Philippines, 2013-2014.

Antimicrobial-resistant Neisseria gonorrhoeae is a major threat to public health and is of particular concern in the Western Pacific Region, where the incidence of gonorrhoea is high. The Antimicrobial Resistance Surveillance Program (ARSP) has been capturing information on resistant gonorrhoea since 1996, but genomic epidemiology studies on this pathogen are lacking in the Philippines.We sequenced the whole genomes of 21 N. gonorrhoeae isolates collected in 2013–2014 by ARSP. The multilocus sequence type, multiantigen sequence type, presence of determinants of antimicrobial resistance and relatedness among the isolates were all derived from the sequence data. The concordance between phenotypic and genotypic resistance was also determined.Ten of 21 isolates were resistant to penicillin, ciprofloxacin and tetracycline, due mainly to the presence of the blaTEM gene, the S91F mutation in the gyrA gene and the tetM gene, respectively. None of the isolates was resistant to ceftriaxone or cefixime. The concordance between phenotypic and genotypic resistance was 92.38% overall for five antibiotics in four classes. Despite the small number of isolates studied, they were genetically diverse, as shown by the sequence types, the N. gonorrhoeae multiantigen sequence typing types and the tree. Comparison with global genomesplaced the Philippine genomes within global lineage A and led to the identification of an international transmission route.This first genomic survey of N. gonorrhoeae isolates collected by ARSP will be used to contextualize prospective surveillance. It highlights the importance of genomic surveillance in the Western Pacific and other endemic regions for understanding the spread of drug-resistant gonorrhoea worldwide.

SOUTH CHINA SEA: CONFLICT, CHALLENGE, AND SOLUTION

The South China Sea is a strategic marine area in terms of natural resource potential and international trade routes. For decades, territorial disputes have occurred with peaceful solutions from regional organizations, international courts, and even contributions from outside the claimant state. This paper examines the efforts made to contribute to a peaceful solution to disputed states of claims. The achievement of a peaceful solution, the shortcomings of the peaceful solution to the proposed peaceful solution's chronology. This research is normative juridical research that is historical descriptive in nature. The South China Sea Dispute arises from China's actions regarding its map of its maritime territories that do not comply with international maritime law. Regulations regarding the method of drawing deep-sea boundaries under international maritime law are violated in this act. Negotiation efforts in finding conflict solutions in regional organizations, state leadership meetings, informal meetings of claim state policymakers, and efforts to file claims by the Philippines at permanent court arbitration have been carried out. China's action that does not recognize the Philippine lawsuit decision poses a challenge to international maritime law and its member countries. A complete peaceful solution must be sought immediately when Softlaw and hard law must comply with the claiming state.

Перспективы развития международного аэропорта имени Нурсултана Назарбаева (г. Нур-Султан, Республика Казахстан) в качестве пассажирского транзитного хаба авиакомпании «Air Astana»

Цель: целью проводимого исследования является представление модели развития аэропорта имени Нурсултана Назарбаева (г. Нур- Султан, Республика Казахстан) в качестве пассажирского транзитного хаба авиакомпании «Air Astana». Обсуждение: на основании данных пассажиропотока аэропорта г. Нур–Султан за период с 2004 по 2019 г. было установлено, что пассажиропоток вырос более чем в 10 раз (с 500 тыс. до 5 млн пассажиров), в то время как крупнейший аэропорт Республики Казахстан, аэропорт г. Алматы продемонстрировал рост пассажиропотока более чем в 4 раза за аналогичный период (с 1,5 млн до 6,4 млн пассажиров). В период с 2014 по 2016 г. была проведена комплексная модернизация аэропорта имени Нурсултана Назарбаева, допустимая пропускная способность аэропорта возросла до 8,2 млн пассажиров в год. Аэропорт расширяет сотрудничество с национальными и зарубежными авиакомпаниями, открывая новые внутренние и международные направления. Рынок авиаперевозок Республики Казахстан демонстрирует высокие показатели роста. Результаты: результатом проводимого исследования является построение модели развития направлений маршрутной сети авиакомпании «Air Astana» на базе аэропорта имени Нурсултана Назарбаева. На основании анализа действующей внутренней и международной маршрутной сети национальных и зарубежных авиакомпаний была представлена модель перспективного развития международных направлений. Авиакомпания «Air Astana» осуществляет расширение и обновление парка воздушных судов, приобретая узко- и широкофюзеляжные лайнеры, способные выполнять перелеты на расстоянии от 6000 до 12000 км. Построение пассажирского транзитного хаба на базе аэропорта имени Нурсултана Назарбаева позволит авиакомпании «Air Astana» увеличить пассажиропоток и стать ведущей авиакомпанией региона, выполняющей регулярные авиарейсы по европейским и азиатским направлениям.

Factors Affecting COVID-19 Outbreaks across the Globe: Role of Extreme Climate Change

The Coronavirus Disease 2019 (COVID-19) pandemic poses a serious threat to global health system and economy. It was first reported in Wuhan, China, and later appeared in Central Asia, Europe, North America, and South America. The spatial COVID-19 distribution pattern highly resembles the global population distribution and international travel routes. We select 48 cities in 16 countries across 4 continents having infection counts higher than 10,000 (by 25 April 2020) as the COVID-19 epicenters. At the initial stage, daily COVID-19 counts co-varies strongly with local temperature and humidity, which are clustered within 0–10 °C and 70–95%, respectively. Later, it spreads in colder (−15 °C) and warmer (25 °C) countries, due to faster adaptability in diverse environmental conditions. We introduce a combined temperature-humidity profile, which is essential for prediction of COVID-19 cases based on environmental conditions. The COVID-19 epicenters are collocated on global CO2 emission hotspots and its distribution maximizes at 7.49 °C, which is 1.35 °C/2.44 °C higher than current (2020)/historical (1961–1990) mean. Approximately 75% of the COVID-19 cases are clustered at severe-extreme end of historical temperature distribution spectrum, which establish its tighter and possible association with extreme climate change. A strong mitigation measure is essential to abate the GHG emissions, which may reduce the probability of such pandemics in the future.

Airport pricing and capacity: Schedule versus congestion delays

This study investigates airport pricing and capacity investment when passengers face schedule and congestion delays. Two countries' airports are served by each country's home carrier. Airports choose their charges on a per-flight and/or per-passenger basis. Given the general observation that carriers that compete on parallel international routes often form codeshare alliances to increase the schedule they are able to provide, we find the following. First, the first-best movement-related per-flight charges do not necessarily need to charge congestion delay costs if there is a positive externality that happens to compensate for the negative congestion externality. Second, when positive and negative externalities cancel out, choosing per-passenger charges alone (known as the second-best approach, in which per-flight charges are weight-related and become equivalent to per-passenger charges) can also lead to the first-best outcome. However, choosing movement-related per-flight charges alone (another second-best approach) cannot do so. Third, under the former second-best pricing approach, capacity investment could be globally efficient. However, under the latter second-best pricing approach, each airport overinvests.

Resilience analysis of maritime transportation systems based on importance measures

In maritime transportation system (MTS), ports and ocean routes are essential for establishing and maintaining effective international trade routes. However, the ability of the ports to send and receive goods can be easily destroyed by political and natural interferences. This will cause a significant negative socio-economic impact such as port operation suspension and route disruption. Effectively implementing resilience management in MTS can therefore improve its ability to handle interruptions and minimizing losses. Based on the post-disaster analysis, this paper proposes a new method to optimize the residual resilience management of ports and routes in MTS and proposes an optimal resilience model. The residual resilience is then applied to some importance measures. The Copeland method is used to comprehensively rank the importance of ports and routes. The restoration priority of interrupted ports and routes of different importance measures for the purpose of minimizing residual resilience is also studied. Sea routes consisting of 23 cities are used to demonstrate the applicability of the proposed method.

Trademark potential increase and entrepreneurship rural development: A case study of Southern Transylvania, Romania.

Cultural heritage capitalization in rural areas redefines the local development model. Thus, heritage tourism has become the engine of economic activities diversification. This study aims to identify a decision-making-model substantiating algorithm in order to support the local heritage capitalization (lesser known on the international cultural consumption market), based on three types of qualitative researches, and the improved Analytical Hierarchy Process (AHP) method. In case of lesser known heritage, trademark potential and international cultural tourism route for heritage capitalization are smart choices for the innovative local hub development. The developed AHP version allows for a broader investigation of the characteristics that can lead to a trademark associated development based on integrated and innovative tourism products. To substantiate our approach and validate the model, we conducted a pilot study on a geographic area (Southern Transylvania, Romania), slightly exploited from the perspective of heritage potential, and characterized by a combination of heritage assets. The study’s results can be used by local authorities as a foundation for sound and strategic development of the area with economic potential from tangible and intangible heritage (re)interpretation.