Railway Connection Research Articles

The Impact of a New Container Port on the Greenhouse Gas Pollution

Abstract Background Large vessels that call at European ports will have to pay for their CO2 emissions from transporting cargo that enters or goes from a European port since January 2024. The costs will increase with increasing global trade. This results in a higher pollution level, including greenhouse gas (GHG) emissions like CO2. Methods/ Approach Based on the gravity model embedded in a global supply chain, we developed a model to evaluate maritime transport pollution in case a new, sufficiently large container port becomes operational. Additionally, we consider how lousy railway connections to European customers increase transportation costs and pollution. Results The approach to the well-connected sequences of gravity models in the intercontinental maritime chains evaluates the differences in quantities of cargo between ports when a new port is opened, and the waiting time does not change. We also highlight that poor rail connections can reduce this positive effect. Conclusions We showed how it is possible to estimate the optimal capacity of a new port with a multi-level gravity model and how this would affect the pollution around the port and on the routes from the port to the final consumers.

The World s Leading Transport and Transit Hub: Azerbaijan-Türkiye-Georgia

In the new world order established after the collapse of the USSR at the end of the 20th century, mutual and beneficial cooperation between states located in close geographical proximity came to the fore. In this regard, the South Caucasus, as one of the most sensitive geopolitical regions of the world with rich resources, stands out. New formats of cooperation began to emerge in the Caucasus. Principally, high-level strategic relations have been established between Türkiye, Azerbaijan and Georgia. Cooperation between the countries was expanded for the most part in the field of transport. Obviously, the creation of the Azerbaijan-Georgia-Türkiye triangle was caused by historical and cultural ties, geographic neighborhood, being part of a single transit corridor, favorable conditions and political will. The territory of Georgia was especially stand in need of the general infrastructure transport projects implementation in the region. Due to the fact that Georgia is a transit country, that ensures the transition between Europe and Asia. Furthermore, the aggressive policy of Armenia, another South Caucasus country, made Georgia a country of convenience. All the same, the establishment of a railway connection between the three countries has formed a favorable ground for Central Asian republics, which have great transport potential, to Türkiye and other European countries. Currently, cooperation relations between the three states in both bilateral and multilateral formats are to be remained unaltered. In terms of transport and transit issues, the region will gain a more significant position with the implementation of projects between Türkiye , Georgia, and Azerbaijan.

Vpliv gradnje južne železnice na demografski razvoj Laškega

At the beginning of the 19th century, Laško was a medium-sized market town with poor transport links, inhabited by artisans. Together with the road from Celje to Zidani Most, the railway connection that reached Laško in 1849 represented the first modern transport connection. The town’s improved transport connectivity stimulated its economic development. The present research, primarily based on the church registers of the Laško parish, focuses on the demographic analysis of the Laško population during the period when the southern railway was being constructed (1845–1848). The large number of construction workers building the southern railway brought plenty of unrest, new opportunities for the local population, and an epidemic of spotted typhus to the town. The latter broke out among the construction workers and spread among the local population.

Drivers for Inter-city Innovation Networks Across Chinese Cities: Modelling Physical Versus Intangible Effects

Cross-region innovation is widely recognized as an important source of the long-term regional innovation capacity. In the recent past, a growing number of studies has investigated the network structure and mechanisms of cross-region innovation collaboration in various contexts. However, existing research mainly focuses on physical effects, such as geographical distance and high-speed railway connections. These studies ignore the intangible drivers in a changing environment, the more digitalized economy and the increasingly solidified innovation network structure. Thus, the focus of this study is on estimating determinants of innovation networks, especially on intangible drivers, which have been largely neglected so far. Using city-level data of Chinese patents (excluding Hong Kong, Macao, and Taiwan Province of China), we trace innovation networks across Chinese cities over a long period of time. By integrating a measure on Information and Communications Technology (ICT) development gap and network structural effects into the general proximity framework, this paper explores the changing mechanisms of Chinese innovation networks from a new perspective. The results show that the structure of cross-region innovation networks has changed in China. As mechanisms behind this development, the results confirm the increasingly important role of intangible drivers in Chinese inter-city innovation collaboration when controlling for effects of physical proximity, such as geographical distance. Since digitalization and coordinated development are the mainstream trends in China and other developing countries, these countries’ inter-city innovation collaboration patterns will witness dramatic changes under the influence of intangible drivers.

Development of High-Speed Railway Network in Europe: A Case Study of Ukraine

The current task today is the development of theoretical and methodological approaches, as well as practical recommendations for determining the technical feasibility of creating high-speed railway (HSR) lines in the European context. The development of railways in individual countries, followed by the creation of a pan-European high-speed railway network, has raised questions about the compatibility of the technical systems of individual national HSRs. This paper addresses these issues using the example of Ukraine. The research is based on an analysis of scientific developments related to the design of HSR lines and the synthesis of European experience in identifying priority route directions in Ukraine. For comparing various scenarios for the development of railway connections, the authors have developed a forecasting and efficiency assessment model based on the Net Present Value (NPV) indicator. It has been demonstrated that considering the population attracted to HSR and the volume of transit passenger transportation alone is insufficient to achieve the normative investment payback. This situation can only be rectified by implementing mixed traffic involving high-speed passenger trains and accelerated freight trains. However, mixed traffic of passenger and freight trains on high-speed rail lines may face numerous issues and constraints that require careful planning and coordination.

Schengen railway border of European community and connection points

The paper aims to study and present the actual railway connections along the West and South Romanian border, being also the East European Community border and Eastern European Community Schengen border, with neighbours Hungary, Serbia and Bulgaria. In the introduction of the paper, are presented the two corridors designed in Strategy for Mobility and Transport of European Community: Orient/East – Mediterranean Corridor and Rhine – Danube Corridor, that are passing thru Romania. The second part of the paper is allocated to the punctual railway connections that existed and exists along the western and southern border that are active, can be activated and used as gates and passing points for freight and passengers trains using a high capacity of transport on a green transport infrastructure that is more and more used for all medium long and long routes. Finally, the campaign that Romanian Railway Administrator (CFR S.A) is developing on border points is taken into account.

Urbanization and industrialization of space in Ukraine: Realities, changes and forecasts for the future

The purpose - characterize the processes and changes in the urban and industrial sphere of Ukraine, evaluate new realities and justify their future forecast in spatial manifestation. Research results. The article includes the concepts: urbanization, industrialization, spatial organization and development; nature and assessment of processes, phenomena and trends in urbanization and industrialization, spatial transformations in cities and regions; forecasting urban-industrial changes and their spatial manifestation. The research was conducted on the comparison of processes, phenomena and changes in the cities and regions of Ukraine. The authors try to combine rational and irrational components, to systematically assess the impact of the processes and phenomena of urbanization, industrialization and entrepreneurship on the spatial organization and development of cities and regions of Ukraine. The state and challenges in the relationship “urbanization - industrialization (entrepreneurship)” were investigated using the five-dimensional urban planning space model substantiated by one of the authors. Ukrainian cities combine industrial, trade, transport and administrative functions. There are also highly specialized centres: industrial, transport, resort, religious, military. Cities growth is mainly due to the expansion of the service economy. Most jobs are created in this area. Migration flows lead to changes in the composition of the urban population with a characteristic predominance of women and people of post-working age. Some Ukrainian cities have a “motley” social structure. This causes a change in population settlement within the city itself. “Values”, “needs” and “activities” of man and society should be central in state development and spatial organization concept. Having a multi- level character, cities have the following properties: reproduction; cyclicality; motivations; individualization, can be real and virtual; variable or permanent; depend on the means and conditions of implementation. Communities have become the most important level of spatial planning in Ukraine today — they make decisions about activities, construction and events on their territory. This will ensure the development of the state, its regions and cities along an effective trajectory. The author's proposals can be used in the General State Planning Scheme and the Regional Planning Scheme. Conclusions. Reconstruction in Ukraine after the war must begin with critical infrastructure: electrical networks, roads, railway connections, gas supply, water pipelines, communication systems; schools and hospitals, provision of temporary housing who have lost it. It is important to focus on creating jobs and generating income, supporting and developing entrepreneurship, spatial and urban policy, and strengthening the energy sector. At the same time, traditional values should not be lost. Relocated enterprises will return to their “historical homeland” after the war and the stabilization of the situation we are talking about resource- and personnel-dependent, as well as areas with high added (intellectual) value. Exceptions will be made by enterprises relocated abroad.

FOREIGN ECONOMIC ACTIVITY IN THE TYVA REPUBLIC: NEW OPPORTUNITIES

The dynamics of foreign economic activity in the Republic of Tyva for 2015–2021, the change in the foreign trade turnover of Tuva with Mongolia, with countries of near and far abroad are analyzed. Trade turnover of Tuva with external partners has a positive balance. A significant share of foreign trade turnover falls on non-CIS countries. It is noted that the nature of trade and economic relations with Mongolia is influenced by the relative development of the transport system of Tuva, the republic does not have a railway connection with the rest of the country. New opportunities for further expansion of interregional and strengthening international economic relations between the two neighboring regions are due to the possibilities of solving infrastructure problems, joining the region to the Russian railway network. It is proposed to use new tools for developing foreign economic relations, expanding the space for interregional cooperation, innovative approaches to attracting investments, and strategies for developing the region's foreign economic activity. The creation of a cross-border special economic region and a cross-border corridor Russia — Mongolia — China are substantiated.

Trends in Development of Chinese-Russian Relations in the Field of Railway Transport

The article analyses the nature of transport relations between Russia and China in order to identify the main trends and forecasts regarding development of cooperation between the two countries in this area.A brief excursion into the history of interaction of partners includes the retrospective of construction of mainlines that served to increase the efficiency of transportation.The emphasis in the analysis of prospects is on improvement of transit routes within the framework of «One Belt One Road» and «Eastern Polygon» projects. Information is provided on construction of new and modernisation of existing railway lines with involvement of Chinese and Russian investment, including a bridge over the Amur River, the Kerak tunnel, and development of transit transportation through Kazakhstan and Mongolia. The role of transportation for effective cooperation in the energy field is emphasised.The article considers two types of transportation - freight and passenger. In both cases, there is a steady increase in interaction since in case of cargo transportation, the partnership has a beneficial effect on energy integration, while the efficiency of passenger logistics is determined by the railway connection between the cities of Russia and China.The cooperation of Russian and Chinese companies in the field of advanced technologies and investments in the field of high­speed rail transport is noted.The conclusion is made about the mutually beneficial nature and prospects of strengthening cooperation in the field of railway transport, its role in development of the region and transport infrastructure, as well as in increasing the volume of cargo and passenger transportation.

Rudolf Richard Buchheim, the founder of pharmacology.

Today, the University of Tartu (earlier Dorpat) belongs among the 250 best universities of the world. Its international team of pharmacologists uses powerful confocal microscopes to study apoptosis and cell death within an international consortium. Science is working on solutions to fight Alzheimer disease, which is a torture for humankind. For this to happen today, the foundation was laid by scientists of previous centuries who deserve our great respect, all of them together and everyone separately. Johannes Piiper, a well-known professor of physiology, once told me in a conversation that articles should be published in every 10years about the men who have served as examples for the science of the present-day world and about the conditions in which their research was done. It is essential that researchers working in modern laboratories would not forget in their smugness that the laboratory has not always been a warm and well-lit room full of expensive technology, and not always have millions been allocated for research grants. Electricity came to Dorpat as late as in 1892. In the harsh Estonian winter, ice sometimes covered the inner walls of the Old Anatomical Theatre. Dorpat received railway connection in 1876. When I have made presentations in American countries, I have repeatedly been asked why the pharmacologists of the University of Tartu have not published an illustrated biography of Rudolf Richard Buchheim. As I have worked in the rooms the construction of which was directed by R. Buchheim as Dean of the Faculty of Medicine, I am trying to correct this shortcoming at least to some extent. I have written about Buchheim earlier, but then the print volume was limited. In this article, I have attempted to fill the gaps where the earlier materials have been erroneous or incomplete. So, the article will explain the formation of the large family of Buchheims. Several articles have given the impression that when Buchheim arrived in Dorpat, there were no facilities at all, and, therefore, he founded the laboratory in the basement of his dwelling house. This article will also bring clarity to that. Through O. Schmiedeberg's memories, we will see the great difficulties with which Buchheim's viewpoints broke through and were accepted. The question where Buchheim's laboratory was situated after Buchheim moved house in 1852 until the completion of the annex to the Old Anatomical Theatre in 1860 will also be answered. The article also brings some clarity about R. Buchheim's children. For the first time, it has been summed up how R. Buchheim is commemorated in different towns and countries. The article includes photos from Estonian and foreign archives; some photos have also been received from cooperation partners. Photos available on the Internet as freeware have also been used. The mid-nineteenth century brought a whole constellation of talented scientists to the German-language University of Dorpat (now Tartu in Estonia, founded 1632) on the outskirts of the Russian Empire. They did not tinker on their own but were engaged in successful cooperation. Thus, the celebrities who happened to work in Tartu simultaneously included Professor of Anatomy and Physiology Georg Friedrich Karl Heinrich Bidder; founder of physiological chemistry, chemist Carl Ernst Heinrich Schmidt; and Rudolf Richard Buchheim whom Professors E. A. Carus and F. Bidder had invited to Tartu to work as Head of the Department of Materia Medica, Dietetics and History of Medicine. Together, the three talented and hardworking scientists cleared the path to research-based medicine and wrote their names into the history of world medicine forever. By introducing chemical analysis and animal experiments, R. Buchheim laid the foundation to scientific pharmacology.

인공지능 시대 중국 동북아 철도 현황과 과제

인공지능 시대 중국 동북아 철도 현황과 과제

NATURAL FORAGE LANDS OF EASTERN PODILLYA OF UKRAINE: ORIENTATION OF DYNAMIC PROCESSES AND OPTIMIZATION IN MODERN ECOLOGICAL CONDITIONS

The article presents an analysis of the state of natural forage lands of the Eastern Podillya of Ukraine. The analysis of the geobotanical survey of the natural forage lands of the Forest-Steppe of Ukraine proved that they are in an unsatisfactory state due to high anthropogenic load and need to be restored. The main sources of stress on natural ecosystems, including forage lands, are highlighted – industry, motor vehicle, sewage and household waste, as well as agricultural production, which are characterized by an excessive influx of toxic elements into the environment. Optimization of natural forage lands is an integral part of the concept of balanced development and national programs on the quality of the environment as a mandatory element of state policy. To optimize the restoration of contaminated natural forage lands, it is quite important to assess the risks from the adverse effects of heavy metals, to carry out an ecological assessment of this process, which can be the basis for large-scale measures to restore contaminated lands. Among a large number of toxic elements, heavy metals occupy a prominent place. In particular, there is an increased intake of lead, cadmium, zinc, and copper. It was found that in the conditions of dry land lowland meadows, normal dry lands are the safest and most suitable for providing herbivores with plant biodiversity. It has been proven that the accumulation of toxic substances in soils leads to their degradation, which is accompanied by a toxic effect on plants, causing a decrease in their reproductive quality. A significant man-made load of motor vehicles on the soils of the roadside space, which is accompanied by their contamination with heavy metals, was revealed. Based on the results of the research, a theoretical generalization was made and a solution to the current scientific and practical task was proposed regarding the assessment of the intensity of pollution of the natural lands of Vinnytsia region by heavy metals in the conditions of various man-made loads Installed it was found that the exceedance of the maximum concentration limit in the soils in the studied territories of local pollution of dry lowland meadows of Vinnytsia region was found only for cadmium by 1,01 times in the territories dry lands of excessive moisture adjacent to the railway connection.

The resilience of economics and the economics of resilience

Resilience as a category of mechanics means an ability of elastic bodies to restore their shape after mechanical pressure. Against the background of the SARS Covid-19 pandemic and other global cataclysms, the concept of resilience as stress resistance is gaining more and more popularity in economic science. It is even about the paradigmatic change of Industry 4.0 to Industry 5.0, the characteristic of economical resilience for which should be significant, while the industry itself is given the role of necessary transformations’ driver. A fairly widespread version of resilience in the economy is the ability of the ecosystem, business and society to cope with shocks and continue to function approximately the same way. The mission of this work, its purpose is to specify the concept of resilience to the needs of industrialists. The category of resilience, by its very name, is an allusion to Hooke's law, which is also called the law of elasticity. Any force applied to the body causes its (body) deformation, the size of which, according to Hooke's law, depends on the force itself and the inherent rigidity of the body. As long as the deformations grow linearly (in proportion to the effort), the body retains its elasticity and returns to its original dimensions after the load is removed. This happens until the load does not exceed the limit of proportionality, beyond which the elongation of the sample occurs without increasing the force with subsequent destruction of the body. The task of maintaining resilience, thus, comes down to knowing the nature of the development of deformations of a specific material – the economy of the enterprise, the region, the national economy – and preventing the loading of the "sample" beyond its inherent level of proportionality. Thus, it makes sense to accept that each company has its own ‘rigidity’ and characteristic ‘deformations’ of the state. Each company has its own production function, which, in the case of using the Cobb-Douglas model, is the dependence of output on labor and capital costs. The inherent rigidity of the economic structure determines the elasticity of its functioning. The long-term impact of adverse forces leads not only to a reduction in production, but also to the closing of production facilities, the dismissal of personnel, which causes a further decline in production and the development of a vicious circle up to the liquidation of the business structure itself due to the complete economic/commercial impracticality of its existence. Using the example of the cumulative cost curve of metallurgical coal exporters, it is proved that the resilience of any micro-, meso- or macroeconomy depends on a combination of natural (quality of the deposit, for example), geographical (proximity to ports, development of railway connections etc.), technological factors and the economic and political situation. The paradigm of Industry 5.0 is fundamentally distinguished by another "assembly point" – the transition from the neoliberal model of capitalism, which has the "primacy of shareholders" and the goal of maximizing profit, to a model based on the principles of ESG (from Environmental, Social, and Corporate Governance). The second main point of Industry 5.0 is the desire to achieve the greatest autonomy of economic structures. The noted points can significantly influence the practice of enterprises and regions in terms of ensuring their resilience.

Formation of Coordinated Alliance for China Railway Express Platforms Considering Logistics Cost Sharing

Lack of coordination, mutual independence and disorderly competition among China Railway Express platforms gives rise to high logistics costs; in contrast, horizontal collaboration could form a pool of logistics resources with a scale effect to effectively reduce operating costs. This paper presents a methodology to build a coordinated alliance of China Railway Express platforms in a cost-sharing model. A hybrid approach is proposed, using the gravity model of cross-border logistics, variable-weighted Shapley value, cargo volume decision-making model, and cross-border logistics cost analysis model. Seven China Railway Express platforms in southwest China: Chengdu, Chongqing, Guiyang, Kunming, Liuzhou, Nanning and Zunyi, are selected as examples for empirical analysis. The results demonstrate that alliance is an effective way to control costs, however, issues of railway connectivity can lead to deflection of the optimal alliance and insufficient capacity can affect the stability of the alliance.

Enhancing Bilateral Relations and Regional Cooperation: Analysing the Feasibility and Implications of India–Myanmar Railway Connectivity

The primary objective of this study is to assess the practicality and consequences of establishing railway connectivity between India and Myanmar. By exploring the possible impact of this initiative on the relationship between the two countries and regional collaboration, this study aims to shed light on its potential benefits and challenges. The railway network aims to enhance connectivity between the Northeastern states of India and Myanmar, providing a new trade route with Southeast Asia. The study was based on policy review, meta-data analysis, bibliometric literature review and case studies using geospatial techniques. The results indicate that the proposed railway connectivity has the potential to boost trade, tourism and investment and strengthen regional cooperation. However, significant challenges such as security concerns, financial viability and political stability need to be addressed to realise the potential of railway connectivity fully. The study concludes that strong political will, effective project management and public–private partnerships are crucial for the success of the India–Myanmar railway connectivity and its potential impact on bilateral relations and regional cooperation.

The socio-economic importance of abandoned railway areas in the landscape of the Silesian Province (southern Poland)

Abstract The Province of Silesia, in Poland, is an area where many railway connections, of mostly local importance, have been closed recently. In some cities, they have been eliminated altogether and passenger rail transport has been replaced by bus transport. For this research, a sociological study was conducted using the diagnostic survey method and the questionnaire technique. A transversal testing strategy was also used. The aims of the study were to illustrate the function of abandoned railway areas in the landscape and to present possible recommendations for their development from the point of view of the needs of society. The research population included 1,685 people who were students at the University of the Third Age and adult residents. The surveys focused on the possibility of exploiting the natural potential of railway areas. The respondents’ answers provided suggestions for the development of unused railway areas, which included creating bicycle lanes, alleys with a high biodiversity of both flora and fauna, and walking tracks. The analysis of the study’s results can be useful to both local authorities and the Management of the Polish State Railways (PKP S.A.) in their decision-making processes concerning the revitalization of unused railway areas. Similar revitalization efforts have already been undertaken by various cities and communities.

Does high-speed railway affect the cost behavior of tourism firms? Evidence from China

Cost stickiness, which is also termed cost asymmetry, describes the asymmetric relationship between revenue and cost. In this study, we examine whether high-speed railway (HSR) connection affects the cost stickiness of tourism firms. Employing a sample of 324 Chinese tourism firms from 2003 to 2018 and applying a difference-in-difference (DID) method, we find that the cost stickiness of tourism firms increases after HSR connection. Our results also reveal that the relationship between HSR connection and cost stickiness is more pronounced in firms with higher free cash flow (FCF), higher labor costs, and in state-owned enterprises (SOEs). Our research advances an in-depth understanding of the cost behavior in tourism firms and sheds light on the policy effect of HSR connection.

ДЕЯТЕЛЬНОСТЬ ВЕЛИКОГО КНЯЗЯ МИХАИЛА АЛЕКСАНДРОВИЧА РОМАНОВА В ЭКОНОМИЧЕСКОЙ И ОБЩЕСТВЕННО-ПОЛИТИЧЕСКОЙ СФЕРАХ В ОРЛОВСКОЙ ГУБЕРНИИ

The purpose of the article is to analyze the activities of Grand Duke Mikhail Aleksandrovich Romanov and its impact on the economic and socio-political spheres in Orel province at the beginning of the twentieth century. Mikhail Alexandrovich showed a great interest in the development of Orel province. He visited various enterprises, organized exhibitions and seminars aimed at improving the agricultural and industrial sphere. Under his leadership, a number of largescale projects were carried out in the province; new factories were created, irrigation and drainage systems were fixed, roads and railway connections were improved. At that time, some attempts were taken to modernize the educational system and healthcare. Mikhail Alexandrovich had progressive views and wanted to modernize the province. He has implemented a number of measures aimed at improving the living standards and welfare of the population. Such historical research methods as ideographic (narrative) and retrospective method are used; it allows to recreate the main events of the period of one of the Romanovs presences in Orel region, to characterize his individual personal qualities. Special attention is paid to the grouping and systematization of the facts of economic, charitable and social activities of Mikhail Alexandrovich Romanov in Orel province. On the archival materials basis, data on the Grand Duke’s support of the Brasov estate peasants, his work with appeals and petitions, charitable activity are studied.

Railway Connectivity in the BBIN Sub-Region and its Potential

Railway Connectivity in the BBIN Sub-Region and its Potential

Իրանի ճանապարհային քարտեզը որպես նոր այլընտրանք տարածաշրջանում / The Road Map of Iran as a New Alternative in the Region

From the 80s of the 20th century until today, Iran is under sanctions imposed by the United States, which does not allow the country to develop international economic ties with American and European countries and enter the world market. In an attempt to counterbalance and avoid domestic economic collapse in the face of imposed sanctions, Iran made a decision and since the last decades of the 20th century began to engage in a higher level of cooperation with regional countries, which was reflected in the policy of connecting its railway network with neighboring and other regional countries, most famously is called "railway policy". Iran also wants to have a second, alternative option in addition to having a railway connection with any country, because that road may cease to be operational for various reasons, as a result of which the countries will lose this vital path between them. In order to prevent this, Iran wants to have alternative versions of all its interstate railways with its projects, which mainly operate or are being designed through the territory of other states.