Journal articles on the topic 'Great north road'
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Barnett, Ursula A., and John Eppel. "D G G Berry's Great North Road." World Literature Today 67, no. 3 (1993): 662. http://dx.doi.org/10.2307/40149519.
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Kanatuly, M., A. S. Adilbayeva, and K. Ercilasun. "TOURISM OPPORTUNITIES FOR KAZAKHSTAN ON THE GREAT SILK ROAD." History of the Homeland 98, no. 2 (June 29, 2022): 237–44. http://dx.doi.org/10.51943/1814-6961_2022_2_237.
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Kazakhstan is a big country in central Asia. The Great Silk Road is one of the reasons people must visit the country because Kazakhstan was one of the key countries that participated in it. Nowadays, the history comes back again and the country is planning to become a destination that will be home for international and domestic tourists. Astana intends to invest $10 billion, $6 billion of which will come from private investors, and the country’s tourism planners hope that it will help to develop its tourism sector by 2020. For centuries, crowds of people speaking diverse languages filled the bazaars of Asia, and long caravans crept along dusty roads carrying precious gems and silks, spices and dyes, gold and silver, and exotic birds and animals to Europe. Yet the Silk Road was to become not only a great trade route but the melting pot of two very different civilizations; those of the East and the West, with their specific cultural traditions, religious beliefs, and scientific and technical achievements. Central Asia, situated between China and India in the east, bordering on the European world in the west, spreading between the Volga and Siberia in the north, and between Persia and Arabia in the south, for almost two thousand years stood at the crossroads ofthe world’s great civilizations and cultures.
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Kunitz, J. K., J. D. Lagree, and D. L. Weinig. "A GIS Examination of the Chacoan Great North Road." KIVA 83, no. 1 (December 21, 2016): 86–113. http://dx.doi.org/10.1080/00231940.2016.1199936.
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Raeside, Ian. "The Great Road from Surat to Agra through Malwa." Journal of the Royal Asiatic Society 1, no. 3 (November 1991): 363–81. http://dx.doi.org/10.1017/s1356186300001188.
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Jean Deloche in a series of valuable publications has given an overall view of the Indian road network in the period up to about 1820 when the general pacification that followed the collapse of the Maratha kingdom gave British engineers the chance to transform the communications of India, first with military roads and later with railways. This transformation was nowhere more complete than in Central India and particularly in Malwa, the Mughal subha through which led the great road from Delhi and Agra to Burhanpur and the Deccan – a road which was followed by many of the European merchants and diplomats travelling between Surat and Agra and in part by the Maratha armies in the eighteenth century as they first raided and then conquered territory all the way up to Delhi. The other route from Surat to the north lay through Gujarat and the semi-deserts of Rajasthan (Deloche, 1980, pp. 55–7) and will not concern us here. Our route follows the Tapti valley east to Burhanpur, through the gap guarded by Asirgarh and then, after the unavoidable difficulties of the Narmada crossing and the climb up the Vindhya escarpment, takes an easy line through the flat well-cultivated Malwa plateau from Sironj to Narwar, following the grain of the country between the north-flowing tributaries of the Chambal.
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Djuraeva, Dr Sanabar N., and Dr Durbek A. Rakhimdjanov. "TRADE RELATIONS OF THE SURKHAN OASIS ON THE GREAT SILK ROAD IN THE MIDDLE AGES AND THE CRAFTS THAT FLOURISHED THERE." American Journal Of Social Sciences And Humanity Research 02, no. 12 (December 1, 2022): 56–61. http://dx.doi.org/10.37547/ajsshr/volume02issue12-09.
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This article describes the development of the Great Silk Road in Central Asia from ancient times, the fact that the Kushan Kingdom was the main link of the trade route, the Surkhan oasis in the Middle Ages, north and northwest of Termiz, from Sogd to India through the Iron Gate, Sogd, -Saroykamar- Kunduz to Kashmir, from the west to Balkh, Badakhshan, Hisori Shodmon-Tianshan are located at the intersection of the roads to East Turkestan and China, trade relations, the flourishing of crafts and the construction of a river port in Termiz in the 10th century, the protection of the Great Silk Road during the reign of Amir Temur, and the important role of Termiz in the trade route are covered.
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Dimitrijevic, Milijan, and John Whitehouse. "The vicinal road between Sirmium and the great canal of Probus. Exploring roman roads in the Glac study area." Starinar, no. 72 (2022): 217–51. http://dx.doi.org/10.2298/sta2272217d.
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As part of a comprehensive archaeological survey of the area around the site of Glac in the north-west of Serbia, a detailed examination has been undertaken of the pattern of the Roman roads, including the location of a vicinal road that led from the eastern periphery of ancient Sirmium along the Sava river to the Great Canal of the emperor Probus, the present-day Jarcina channel. The context of vicinal roads in the general pattern of Roman roads together with the implications of the road construction and usage throughout the Roman period including changes in the settlements pattern along its route are explored.
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POGUE, MICHAEL G. "The Noctuinae (Lepidoptera: Noctuidae) of Great Smoky Mountains National Park, U.S.A." Zootaxa 1215, no. 1 (May 26, 2006): 1. http://dx.doi.org/10.11646/zootaxa.1215.1.1.
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Forty-eight species of Noctuinae are recorded from Great Smoky Mountains National Park, Tennessee and North Carolina, U.S.A., with 17 species in the tribe Agrotini and 31 species in the tribe Noctuini. Images of adults, description/diagnosis, flight period, collected localities, abundance, elevational range, general distribution, and larval hosts are presented for each species. The greatest diversity of Noctuinae species (n=29) was recorded from four combined localities along Big Cove Road, Swain Co., North Carolina.
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Friedman, Richard A., Anna Sofaer, and Robert S. Weiner. "Remote Sensing of Chaco Roads Revisited." Advances in Archaeological Practice 5, no. 4 (September 12, 2017): 365–81. http://dx.doi.org/10.1017/aap.2017.25.
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ABSTRACTThis paper reports on the first and highly effective use of Light Detection and Ranging (lidar) technology to document Chaco roads, monumental linear surface constructions of the precolumbian culture that occupied the Four Corners region of the American Southwest between approximately AD 600 and 1300. Analysis of aerial photographs supplemented by ground survey has been the traditional methodology employed to identify Chaco roads, but their traces have become increasingly subtle and difficult to detect in recent years due to the impacts of natural weathering, erosion, and land development. Roads that were easily visible in aerial photography and on the ground in the 1980s are now virtually invisible, underscoring the need for new, cutting-edge techniques to detect and document them. Using three case studies of the Aztec Airport Mesa Road, the Great North Road, and the Pueblo Alto Landscape, we demonstrate lidar's unprecedented ability to document known Chaco roads, discover previously undetected road segments, and produce a precise quantitative record of these rapidly vanishing features.
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Koltsov, Petr M., Bauyrzhan A. Baitanayev, and Murtаzali S. Gadjiev. "Infrastructure of Great Silk Road North Branch in Areas: Western Kazakhstan – Lower Volga region – Don region – North Caucasus." Povolzhskaya Arkheologiya (The Volga River Region Archaeology) 4, no. 30 (December 25, 2019): 8–22. http://dx.doi.org/10.24852/pa2019.4.30.8.22.
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Elchaninov, Anatoly. "On the Great Silk Road—the Ice Silk Road—the road of peace and economic cooperation." InterCarto. InterGIS 25, no. 2 (2019): 330–44. http://dx.doi.org/10.35595/2414-9179-2019-2-25-330-344.
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The project on the organization of trade relations between China and other countries arose in the second half of the II century BC. The caravan road connecting East Asia with the Mediterranean in the ancient time and to the Middle Ages was used, first of all, for export of silk from China. Therefore in 1877 the German geographer F.F. von Richtgofen called this route giving the chance for establishment of business contacts, cultural dialogue, promoting to mutual enrichment of large civilizations,—“A Silk Road”. By XV century the overland Silk Road fell into decay, sea trade and navigation began to develop. At the present stage of its development the mankind realized need of restitution of the interstate and international interaction inherent in the period of existence of the Great Silk Road. At the XXIV session of the UNESCO General conference in 1987 the project on complex studying of the Great Silk Road was developed. This international project worked according to two large programs of UNESCO: “The environment surrounding the person, resources of the ground and sea” and “The culture and the future”. In the next years development of the idea of reconstruction and expansion of the opportunities put in the ancient times in the Great Silk Road continued. In 2013 the Chinese President Xi Jinping put forward the concept of “A New Silk Road” under the slogan “One Belt – One Road” including the “Economic Belt of the Silk Road” and “Sea Silk Road of the XXI Century” projects. The strategy of “A New Silk Road” included the project of development of the Northern Sea Route. The Northern Sea Route—the major navigable main passing across the seas of Arctic Ocean, connecting the European and Far East ports and also mouths of the navigable Siberian rivers into the unified transport system of the Arctic. The history of the Northern Sea Route began with the first voyages of the Pomors. Development, studying and the description of sea routes of the Russian Arctic continued further. Development of the Arctic navigation promoted the beginning of the industrial development of natural resources of the region. The large-scale industrial development of the Arctic territories began in the 1930s. During the Great Patriotic War of 1941–1945 ice breakers played a large role in conducting of northern convoys. The existing ports were specially converted, new polar stations are built and also additional airfields are developed. In post-war years the Arctic navigation gained further development thanks to the commissioning of icebreaking vessels of new classes. The map of the Northern Sea Route on which the objects built in the 1930–1940s are shown is presented in the article. In July, 2017 during the visit to Russia the chairman Xi Jinping with the president V.V. Putin reached the important agreement on development and use of the Arctic Sea Route and creation of the Ice Silk Road, the sea way uniting North America, East Asia and Western Europe. Within the project of “The Ice Silk Road” tankers with production of Yamal LNG for the first time in the history went the Arctic Sea Route without icebreaking maintenance in the summer of 2018 and arrived from the Arctic port Sabbeta to the Chinese port Jiangsu Zhudong. By these flights the beginning of the regular supply of LNG across the Northern Sea Route is opened.
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Ravikumar, K., Umeshkumar L. Tiwari, and N. Balachandran. "Aristolochia gurinderii (Aristolochiaceae): a new species from Great Nicobar Island, India." Phytotaxa 172, no. 2 (June 13, 2014): 117. http://dx.doi.org/10.11646/phytotaxa.172.2.7.
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Aristolochia gurinderiidescribed here as a new species, was collected from North-South Road, Campbell Bay, Great Nicobar Island (Andaman and Nicobar Islands), India. Stem woody with corky fissured bark; lamina deltoid or hastate; cauliflorous inflorescences in scorpioid cyme up to 55 cm long, small size of flowers; seeds winged with distinctive ridge at the center are the distinguishable characters from its allied species A. jackii Steudel. With a detailed description, illustration, photo plates are provided.
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Debnath, Pradip. "A QGIS-Based Road Network Analysis for Sustainable Road Network Infrastructure: An Application to the Cachar District in Assam, India." Infrastructures 7, no. 9 (August 30, 2022): 114. http://dx.doi.org/10.3390/infrastructures7090114.
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Efficient transportation and road network infrastructure plays the most significant role in the development of any region. However, the effectiveness of a road network is often affected by problems like road condition, traffic congestion, road blockage, road accidents etc. Digitization of the road network and its analysis can therefore be an effective tool towards resolving these issues. The free and open-source software Quantum Geographic Information System (QGIS) is well suited for such an analysis. QGIS can be used for construction of suitable road network maps of certain areas which provide sufficient information for such analysis. Cachar district of Assam, particularly Silchar circle, suffers frequently from traffic problems for being a network hub for other neighbouring revenue circles and some neighbouring north-eastern states. The scientific visualization and analysis of the road network of this district using GIS tools is still not available in literature. The results of the current study and their application could help the administrators and decisionmakers to build a sustainable road network. In this paper, we make an attempt to digitize the existing road network of Cachar district for its proper analysis. We compile the major and minor road density maps for the five revenue circles of the district. We use OpenStreetMap (OSM) to access and download existing road network in the district. Further, using the shortest path tool in QGIS, we find and display the shortest route between two junction points in the road network. Finding optimal route can be of great utility during emergency medical responses or fire or flood situations. Most of the major and minor roads within Cachar district were digitized in QGIS environment to perform the road network analysis.
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James, N. "Silk Road riches no embarrassment." Antiquity 85, no. 328 (May 2011): 654–56. http://dx.doi.org/10.1017/s0003598x00068058.
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The survival of organicmaterials in the waterless fringes of the Takla Makan and Lop Deserts in the Tarim basin in Xinjiang (north-western China) has fascinated us for a century, since Sven Hedin, Aurel Stein and Albert von Le Coq found the remains of settlements and cemeteries at the Great Wall's lonely outposts and along the routes between China and Central Asia known as the Silk Road. The finds date from the Bronze Age to the later firstmillennium AD. In the 1980s and '90s, it was shown that the most striking of them, the Tarim 'mummies', belong to both Mongoloid and Caucasoid peoples (Mallory&Mair 2000). The archaeology here of public and domestic life is full of the kinds of surprises and contradictions that we are learning to expect—if not accept—with 'globalisation'. Development in the region is now prompting new discoveries but also looters, so the research is urgent.
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Nagy, János, Gergely Harsányi, Orsolya Jánosy, Endre Harsányi, and Orsolya Nagy. "The social basis of regional development in the North Great Plain Region." Acta Agraria Debreceniensis, no. 61 (September 18, 2014): 57–65. http://dx.doi.org/10.34101/actaagrar/61/2039.
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It is a widely accepted practice in the European Union to break down countries into regions according to their stage of development, their cultural and economic characteristics. The basis of this methodology is the EU-conform MOTS system, which distinguishes territorial units on five levels. Besides the MOTS system, Hungary uses another system, too, which is the basis of our public administration, and whose roots go back to the times of King Saint Stephen: the county system. In Hungary, developmental decisions are taken by a county’s general assembly; at the same time, from an economic point of view the characteristics and competitive advantages of a county can be defined more precisely than those of a region.
Szabolcs-Szatmár-Bereg County and Hajdu-Bihaur County may be described with completely different characteristics, albeit both of them are part of the North Great Plain Region. On a county level economically important and justified developmental areas may be mapped more precisely.
Hajdu-Bihar County is the 4th most populous county in Hungary. With 80.2% of the population living in cities, the county is significantly urbanized. 2010 statistics show that the birth rate per 1,000 people in the county is practically the same as the birth rate of the country and that of the North Great Plain Region. Following the trends in developed countries, mothers now tend to give birth in an older age. Almost half (44.5%) of the children in Hajdu-Bihar County are born after their mother’s 30th birthday.
The general health condition of the population of Hajdu-Bihar County can be described with various indicators. In terms of medical and hospital care no difference can be observed between regional and national data, the county’s health care does not straggle behind. In sum, with the health care system of the county, estimated life expectancy of men is higher than the regional average, and in case of women it is higher than both the regional and national average, according to the given year’s mortality.
Children’s ratio among the county’s population is 15.9%, which is more than 1% over the national average. The ratio is higher in case of girls and boys alike. The income of the county’s population depends not only on labour income but also on social benefits. According to the analysis, the proportion of old-age pensioners and those receiving pension-like allowances within the whole population is somewhat lower in the county than the national average. The number of children receiving child-welfare and daytime care is prominent in the county.
The number of families and children receiving child-care allowance has not changed significantly in recent years. All important elements of social benefits have increased in the last decade. The quality of life of the county’s population is largely affected by the presence (or absence) of basic infrastructure in their environment. Research conducted at the settlements of the county shows that currently the greater part of the population has access to basic public utility services which form part of everyday services. Although they affect the general quality of life, the network of roads and passenger traffic have their real significance in terms of economic development. The county’s modern, paved road-system had already been built earlier.
Roads and pavements in inner-city areas have been paved up to 70%. The technical condition of roads and pavements can seriously impede the population’s mobility and it may hinder the development of certain settlements and districts.
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McGinley, Paige. "Highway 61 Revisited." TDR/The Drama Review 51, no. 3 (September 2007): 80–97. http://dx.doi.org/10.1162/dram.2007.51.3.80.
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Tracing the inverted traveling cultural roots of the Great Migration back toward the “source” of Delta blues music, blues tourists take a sonic journey from North to South in the U.S. that remembers black diasporic and migrational patterns of blues traveling—distinguishing between the economic, social, and political circumstances that often radically differentiate two modes of being “on the road.”
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Fisa, Ronald, Chola Nakazwe, Charles Michelo, and Patrick Musonda. "Modelling Deaths Associated with Road Traffic Accidents and other Factors on Great North Road in Zambia between the Years 2010 and 2016 Using Poisson Models." Open Public Health Journal 12, no. 1 (March 19, 2019): 68–77. http://dx.doi.org/10.2174/1874944501912010068.
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Background: According to the World Health Organization (WHO), 1.24 million people die annually on the world’s roads, with 20-50 million sustaining non-fatal injuries. More than 85% (1.05 million) of the global deaths due to injuries occur in the developing world. Road traffic deaths and injuries are a major but neglected public health challenge that requires concerted efforts for effective and sustainable prevention. The objectives of the study were to estimate the incidence rate of death from RTAs, to determine factors associated with serious and fatal Road Traffic Accidents (RTAs) and to determine which of the poisson models fit the count data better. Methods: Data was collected from Zambia Police (ZP), Traffic Division on accidents that occurred on the Great North Road (GNR) highway between Lusaka and Kapiri-Mposhi in Zambia from January 1, 2010 to December 31, 2016. Results from standard Poisson regression were compared to those obtained using the Negative Binomial (NB), Zero-Truncated Negative Binomial (ZTNB) and the Zero-Truncated Poisson (ZTP) regression models. Diagnostic tests were used to determine the best fit model. The data was analysed using STATA software, version 14.0 SE (Stata Corporation, College Station, TX, USA). Results: A total of 1, 023 RTAs were analysed in which 1, 212 people died. Of these deaths, 82 (7%) were Juveniles and 1, 130 (93%) were adults. Cause of accident such as pedestrians crossing the road accounted for 30% (310/1,023) while 29% (295/1,023) were as a result of driver’s excessive speed. The study revealed that driving in the early hours of the day (1AM-6AM) as compared to driving in the night (7PM-12AM) had a significant increase in the incidence rate of death from RTAs, Incidence Rate Ratio (IRR) of 2.1, (95% CI={1.01-4.41}), p-value=0.048. Results further showed that public transport as compared to private transport had an increased incidence rate of death from RTAs (IRR=5.65, 95% CI={2.97-10.73}), p-value<0.0001. The two competing models were the ZTP and the ZTNB. The ZTP had AIC=1304.55, BIC= 1336.55, whereas the ZTNB had AIC=742.25 and BIC=819.69. This indicated that the ZTNB with smaller AIC and BIC was the best fit model for the data. Conclusion: There is a reduced incidence of dying if one is using a private vehicle as compared to a public vehicle. Driving in the early hours of the day (1AM and 6AM) had an increased incidence of death from RTAs. This study suggests that when dealing with counts in which there are a few zeros observed such as in serious and fatal RTAs, ZTNB fits the data well as compared to other models.
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Strauss, Justin V., Tiffani Fraser, Michael J. Melchin, Tyler J. Allen, Joseph Malinowski, Xiahong Feng, John F. Taylor, James Day, Benjamin C. Gill, and Erik A. Sperling. "The Road River Group of northern Yukon, Canada: early Paleozoic deep-water sedimentation within the Great American Carbonate Bank." Canadian Journal of Earth Sciences 57, no. 10 (October 2020): 1193–219. http://dx.doi.org/10.1139/cjes-2020-0017.
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Cambrian–Devonian sedimentary rocks of the northern Canadian Cordillera record both the establishment and demise of the Great American Carbonate Bank, a widespread carbonate platform system that fringed the ancestral continental margins of North America (Laurentia). Here, we present a new examination of the deep-water Road River Group of the Richardson Mountains, Yukon, Canada, which was deposited in an intra-platformal embayment or seaway within the Great American Carbonate Bank called the Richardson trough. Eleven detailed stratigraphic sections through the Road River Group along the upper canyon of the Peel River are compiled and integrated with geological mapping, facies analysis, carbonate and organic carbon isotope chemostratigraphy, and new biostratigraphic results to formalize four new formations within the type area of the Richardson Mountains (Cronin, Mount Hare, Tetlit, and Vittrekwa). We recognize nine mixed carbonate and siliciclastic deep-water facies associations in the Road River Group and propose these strata were deposited in basin-floor to slope environments. New biostratigraphic data suggest the Road River Group spans the late Cambrian (Furongian) – Middle Devonian (Eifelian), and new chemostratigraphic data record multiple global carbon isotopic events, including the late Cambrian Steptoean positive carbon isotope excursion, the Late Ordovician Guttenberg excursion, the Silurian Aeronian, Valgu, Mulde (mid-Homerian), Ireviken (early Sheinwoodian), and Lau excursions, and the Early Devonian Klonk excursion. Together, these new data not only help clarify nomenclatural debate centered around the Road River Group, but also provide critical new sedimentological, biostratigraphic, and isotopic data for these widely distributed rocks of the northern Canadian Cordillera.
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POGUE, MICHAEL G. "The Hadeninae (Lepidoptera: Noctuidae) of Great Smoky Mountains National Park, USA." Zootaxa 2380, no. 1 (February 26, 2010): 1. http://dx.doi.org/10.11646/zootaxa.2380.1.1.
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Fifty-two species of Hadeninae are recorded from Great Smoky Mountains National Park, Tennessee and North Carolina, USA. Of the six hadenine tribes, five are present in the Park. They include 13 species of Orthosiini, one species of Tholerini, ten species of Hadenini, nine species of Leucaniini, and 19 species of Eriopygini. A total of 160 localities were collected across the Park. The three most diverse localities in the Park were Purchase Knob with 44 species, Big Cove Road with 32 species, and Foothills Parkway with 24 species. The most widespread species in the Park was Pseudorthodes vecors from 59 localities. The most abundant species was Polia detracta with 210 specimens. Images of adults, description/diagnosis, flight period, collected localities, abundance, elevational range, general distribution, and larval hosts are presented for each species.
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García-Poza, Sara, Adriana Leandro, Carla Cotas, João Cotas, João C. Marques, Leonel Pereira, and Ana M. M. Gonçalves. "The Evolution Road of Seaweed Aquaculture: Cultivation Technologies and the Industry 4.0." International Journal of Environmental Research and Public Health 17, no. 18 (September 8, 2020): 6528. http://dx.doi.org/10.3390/ijerph17186528.
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Seaweeds (marine macroalgae) are autotrophic organisms capable of producing many compounds of interest. For a long time, seaweeds have been seen as a great nutritional resource, primarily in Asian countries to later gain importance in Europe and South America, as well as in North America and Australia. It has been reported that edible seaweeds are rich in proteins, lipids and dietary fibers. Moreover, they have plenty of bioactive molecules that can be applied in nutraceutical, pharmaceutical and cosmetic areas. There are historical registers of harvest and cultivation of seaweeds but with the increment of the studies of seaweeds and their valuable compounds, their aquaculture has increased. The methodology of cultivation varies from onshore to offshore. Seaweeds can also be part of integrated multi-trophic aquaculture (IMTA), which has great opportunities but is also very challenging to the farmers. This multidisciplinary field applied to the seaweed aquaculture is very promising to improve the methods and techniques; this area is developed under the denominated industry 4.0.
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St-Onge, Andy. "Geotechnical engineering significance of Great Plains polygonal fault system." Canadian Geotechnical Journal 54, no. 8 (August 2017): 1089–103. http://dx.doi.org/10.1139/cgj-2016-0436.
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An extensive polygonal fault system (PFS) within fine-grained Upper Cretaceous sediments beneath the Great Plains of North America has implications for geotechnical engineering. Geological well control, outcrop, and three-dimensional seismic data from southeast Saskatchewan exemplify the fault characteristics typically observed within the PFS. The deepest faults are sparse, offset a seismic reflection identified from the Niobrara Formation Govenlock member, and have vertical offsets <2 m. The deformation increases in fault density and vertical offset at shallower depths, reaching 6 faults/km2 with up to 30 m of vertical offset. Upper Cretaceous strata throughout the Great Plains area are at or near outcrop, and the extensive PFS faulting and weathering have weakened the rock. This faulting and weakness have been observed and attributed to other factors such as glacial erosion, overconsolidation, swelling bentonite beds, or landslides from toe erosion at topographic slopes. The PFS faulting should be recognized as an extensive process to be considered when undertaking geotechnical analysis on the Great Plains where underlying Upper Cretaceous rocks exist. Engineering implications include road cuts, dam impoundments, building foundations, and natural slumping.
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Shinstine, Debbie S., and Khaled Ksaibati. "Road Safety Improvement Program on Indian Reservations in North Dakota and South Dakota." Transportation Research Record: Journal of the Transportation Research Board 2531, no. 1 (January 2015): 146–52. http://dx.doi.org/10.3141/2531-17.
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Tribal communities recognize the need to improve roadway safety. A five-step methodology was developed by the Wyoming Technology Transfer Center, Local Technical Assistance Program (WYT2/LTAP), to improve roadway safety on Indian reservations. This methodology was implemented initially on the Wind River Indian Reservation (WRIR); the success of this implementation was the impetus for the Wyoming Department of Transportation, Cheyenne, to fund three systemwide, low-cost safety improvement projects. Given the success of the program on the WRIR, tribes across the country became interested in the program. WYT2/LTAP and the Northern Plains Tribal Technical Assistance Program (NPTTAP) assist tribes to implement this program on their reservations in the Great Plains region and developed criteria to identify tribes to participate. Reservations in North Dakota and South Dakota applied to NPTTAP, and three tribes were accepted to participate: the Standing Rock Sioux Tribe (SRST), the Sisseton Wahpeton Oyate Tribe, and the Yankton Sioux Tribe. Although work had begun on all three reservations, this study focused on the implementation on the roadway safety program by the SRST. Members of the SRST were located in North Dakota and South Dakota, and crash data were collected from each state separately. Because the reporting and years of data differed, several analyses were performed to identify trends in crashes on the SRST. The South Dakota portion of the reservation was compared with statewide rural roads and with the WRIR because the two reservations were of similar size and character. Many challenges and differences were identified through the analysis, which demonstrated that a single procedure would not work for all reservations. Through extensive coordination and collaboration with the tribes and government agencies, WYT2/LTAP and the technical assistance program centers could provide the technical assistance that the tribes would need to develop their own road safety improvement programs.
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Roschevskaya, L. P., and M. P. Roschevsky. "Post-war Projects of Academician V. N. Obraztsov for Development of Transport in the European North of the USSR." World of Transport and Transportation 19, no. 3 (December 2, 2021): 124–32. http://dx.doi.org/10.30932/1992-3252-2021-19-3-13.
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In 2024, the Russian Academy of Sciences will celebrate its three hundredth anniversary. In this regard, there is a relevant need to comprehend the contribution of Soviet scientists to reconstruction of the country’s economy after the Great Patriotic War. In 2021, Russian University of Transport where Academician V. N. Obraztsov once worked, celebrates the 125th anniversary. The scientific conceptualisation of the ways to develop the North of the country is of great importance for the development of the transport system of Russia. Hence, those factors determine the topicality of the objective of the article to study the projects for development of transport in the European North of the USSR put forward by Academician V. N. Obraztsov in the post-war period.To attain this objective, the system-structural and historicalcomparative methods were used. For the first time the activity of V. N. Obraztsov, as of an analyst and expert in the field of development of post-war railway transport, is analysed. It is concluded that having the talent of a major leader of transport projects, Obraztsov put forward research tasks adequate to the requirements of the time for reconstruction of the country’s economy after the war. Among these tasks, he considered modernisation and development of transport. In the projects of 1945, Obraztsov laid the foundations for long-term planning of railway, road, river, and air transport in the European North of the USSR for several decades ahead. The volume of the proposed construction was enormous. Even though the planned large-scale design of the transport infrastructure was not entirely feasible for implementation in a short time due to limited forces and resources of the country, it catches imagination with farreaching prospects for development of the European North and the Arctic. Academician Obraztsov’s programs for development of the north, being of great scientific value, are especially relevant in 21st century.
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Valero, Enrique, Juan Picos, Laura Lagos, and Xana Álvarez. "Road and traffic factors correlated to wildlife–vehicle collisions in Galicia (Spain)." Wildlife Research 42, no. 1 (2015): 25. http://dx.doi.org/10.1071/wr14060.
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Context Wildlife–vehicle collisions (WVC) are one of the major risk factors for the safety of drivers, as well as a great danger to wildlife that moves through the territory. In recent decades, given the growth of these accidents, some researches emerged to understand what are the main causes of this phenomenon and find the best solutions for implementation and try to solve this problem. Aims The aim of the present study was to analyse the road and traffic characteristics of road segments with a high occurrence of WVC in north-western Spain, specifically, the collisions with wild ungulates (roe deer and wild boar). Methods A nearest-neighbour analysis was used to analyse the spatial distribution of the WVC spots, and so as to identify these hotspots of accidents, we performed a hotspot analysis using the routine nearest-neighbour hierarchical cluster. Then, we calculated the WVC density of each road segment (KP). The existence of differences in the values of variables between high and low accident densities was analysed using a Mann–Whitney U-test for the continuous variables, and a χ2-test for the categorical ones. Then, multiple logistic regression analysis was used to identify which variables could predict the existence of KPs with a high density of WVC. Key results Our results showed that the daily traffic volume, the width of the road, the number of lanes and speed limit affect whether a particular road marker has a high or low density of WVC. Conclusions We conclude that high WVC is frequently characterised by wider lanes and shoulders, as well as gentler slopes, whereas in the sections with narrower roads and a shorter curvature radius, there are some conditions (low visibility and speed reduction) that reduce the probability of having an accident with ungulates. However, the speed at which it is possible to drive on a given road section is closely related to the occurrence of WVC. Implications These findings emphasise the importance of including mitigation measures in the decision-making when planning and designing infrastructure.
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Valero, Enrique, Juan Picos, Laura Lagos, and Xana Álvarez. "Corrigendum to: Road and traffic factors correlated to wildlife–vehicle collisions in Galicia (Spain)." Wildlife Research 42, no. 8 (2015): 717. http://dx.doi.org/10.1071/wr14060_co.
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Context Wildlife–vehicle collisions (WVC) are one of the major risk factors for the safety of drivers, as well as a great danger to wildlife that moves through the territory. In recent decades, given the growth of these accidents, some researches emerged to understand what are the main causes of this phenomenon and find the best solutions for implementation and try to solve this problem. Aims The aim of the present study was to analyse the road and traffic characteristics of road segments with a high occurrence of WVC in north-western Spain, specifically, the collisions with wild ungulates (roe deer and wild boar). Methods A nearest-neighbour analysis was used to analyse the spatial distribution of the WVC spots, and so as to identify these hotspots of accidents, we performed a hotspot analysis using the routine nearest-neighbour hierarchical cluster. Then, we calculated the WVC density of each road segment (KP). The existence of differences in the values of variables between high and low accident densities was analysed using a Mann–Whitney U-test for the continuous variables, and a ?2-test for the categorical ones. Then, multiple logistic regression analysis was used to identify which variables could predict the existence of KPs with a high density of WVC. Key results Our results showed that the daily traffic volume, the width of the road, the number of lanes and speed limit affect whether a particular road marker has a high or low density of WVC. Conclusions We conclude that high WVC is frequently characterised by wider lanes and shoulders, as well as gentler slopes, whereas in the sections with narrower roads and a shorter curvature radius, there are some conditions (low visibility and speed reduction) that reduce the probability of having an accident with ungulates. However, the speed at which it is possible to drive on a given road section is closely related to the occurrence of WVC. Implications These findings emphasise the importance of including mitigation measures in the decision-making when planning and designing infrastructure.
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Li, Xiao, Bahar Dadashova, Siyu Yu, and Zhe Zhang. "Rethinking Highway Safety Analysis by Leveraging Crowdsourced Waze Data." Sustainability 12, no. 23 (December 4, 2020): 10127. http://dx.doi.org/10.3390/su122310127.
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Identification of traffic crash hot spots is of great importance for improving roadway safety and maintaining the transportation system’s sustainability. Traditionally, police crash reports (PCR) have been used as the primary source of crash data in safety studies. However, using PCR as the sole source of information has several drawbacks. For example, some crashes, which do not cause extensive property damage, are mostly underreported. Underreporting of crashes can significantly influence the effectiveness of data-driven safety analysis and prevent safety analysts from reaching statistically meaningful results. Crowdsourced traffic incident data such as Waze have great potential to complement traditional safety analysis by providing user-captured crash and traffic incident data. However, using these data sources also has some challenges. One of the major problems is data redundancy because many people may report the same event. In this paper, the authors explore the potential of using crowdsourced Waze incident reports (WIRs) to identify high-risk road segments. The researchers first propose a new methodology to eliminate redundant WIRs. Then, the researchers use WIRs and PCRs from an I-35 corridor in North Texas to conduct the safety analysis. Results demonstrated that WIRs and PCRs are spatially correlated; however, their temporal distributions are significantly different. WIRs have broader coverage, with 60.24 percent of road segments in the study site receiving more WIRs than PCRs. Moreover, by combining WIRs with PCRs, more high-risk road segments can be identified (14 miles) than the results generated from PCRs (8 miles).
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Klavora, Peter, and Ronald J. Heslegrave. "Senior Drivers: An Overview of Problems and Intervention Strategies." Journal of Aging and Physical Activity 10, no. 3 (July 2002): 322–35. http://dx.doi.org/10.1123/japa.10.3.322.
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Individuals age 65 and over represent the most rapidly growing segment of the driving population in North America. Although the driving privilege helps seniors maintain greater levels of independence and self-sufficiency, many deficits in driving-related abilities increase with age and can place some individuals, or other road users, at risk for property destruction or personal injury. Drastic age-related declines in driving-related abilities are not inevitable, however. Aging-driver-specific programs have been shown to be effective in ensuring that older drivers remain safe and competent on the roads. Current research suggests that Visual-Motor Useful Field of View training might be an effective means of assessing and enhancing many of the functional psychomotor tasks required by senior drivers. The potential success of such specific fitness and psychomotor training programs has great implications for helping seniors maintain independent living and an improved quality of life for as long as possible.
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Hong, Xiaowei, Riyu Lu, and Shuanglin Li. "Differences in the Silk Road Pattern and Its Relationship to the North Atlantic Oscillation between Early and Late Summers." Journal of Climate 31, no. 22 (October 25, 2018): 9283–92. http://dx.doi.org/10.1175/jcli-d-18-0283.1.
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Abstract The Silk Road Pattern (SRP) is an upper-tropospheric teleconnection pattern along the Asian westerly jet in summer on the interannual time scale, and it exerts great influences on the climate of the Eurasian continent. Results in the present study indicate that the SRP exhibits considerable distinctions between early and late summers (i.e., 1 June–9 July and 10 July–31 August, respectively). The SRP is stronger and more geographically fixed in late summer in comparison with its counterpart in early summer. Furthermore, the SRP is closely connected with the summer North Atlantic Oscillation (SNAO) in late summer, but not in early summer. This closer connection in late summer is manifested clearly in the leading mode of upper-tropospheric meridional wind anomalies over the North Atlantic–Eurasian continent domain. The intensified SNAO–SRP relationship in late summer can be explained by the subseasonal change of the SNAO: albeit being a seesaw pattern common in both early and late summers, there is a shift of this pattern toward the northwest–southeast one in late summer from a north–south one in early summer. The southeastern pole of SNAO in late summer extends into the Eurasian continent, and efficiently triggers the SRP to propagate along the Asian jet. By contrast, the south pole of SNAO in early summer is confined over the North Atlantic and is thus less effective to trigger the SRP propagation.
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Huang, Ming Li, Shu Feng Pei, Wen Zheng Wang, and Hua Kuan Liu. "The Monitoring Data Analysis of Cover System in Subway Station." Applied Mechanics and Materials 94-96 (September 2011): 1814–17. http://dx.doi.org/10.4028/www.scientific.net/amm.94-96.1814.
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Fengtail North Road Station uses a open and cover combination of laying fabricated strap method for the first time, so we monitor the Cover system very closely. We draw schedule curves and analysis the monitoring data for the main component’s monitoring projects of the Cover system. Results show that the deformation values of the components of the Cover system are small, but the values of piles top displacement and settlement are large, at the same time, the lattices of Cover boards have good wear-resistance ability. The conclusion has very great help for optimizing the system design and the promotion of laying fabricated strap method.
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Rai, Durgesh C., C. V. R. Murty, Sudhir K. Jain, Hemant B. Kaushik, Goutam Mondal, Suresh R. Dash, Alex Tang, Mark Yashinsky, and Martin Eskijian. "The Effect of the December 2004 Great Sumatra Earthquake and Indian Ocean Tsunami on Transportation Systems in India's Andaman and Nicobar Islands." Earthquake Spectra 22, no. 3_suppl (June 2006): 561–79. http://dx.doi.org/10.1193/1.2206809.
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Boats and ships are the major modes of transportation among the Andaman and Nicobar group of islands. The Andaman Trunk Road also forms an important part of the transportation system in the Andaman Islands north of Port Blair. The harbor structures in the islands were the most affected during the ground shaking; the result heavily disrupted the lives of the island residents. These transportation systems are expected to be in working condition after a major disaster, to facilitate the search and rescue operations and the relief work in the affected areas. A reconnaissance team surveyed the damage that the 2004 earthquake and tsunami caused to the transportation structures in the islands. Damage was observed in all transportation systems, including harbors, highways, airports, and hangars.
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Cadar, Rodica Dorina, and Rozalia Melania Boitor. "GPS-Based Study on an Interurban Road Connection." Advanced Engineering Forum 21 (March 2017): 564–72. http://dx.doi.org/10.4028/www.scientific.net/aef.21.564.
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The paper presents an extensive theoretical background related to the travel time and the studies that were conducted during the recent years on the subject. As a concept, travel time is related to the period of time spent in travelling between two different points in space. The analysis focuses on several aspects related to the travel time concept such as its usefulness, its influencing factors, and data collection methods for its determination. In order to also provide a practical outcome, the main interurban road connection between Cluj-Napoca and Tîrgu-Mureş was studied. The road trespasses both urban and rural localities in the North-Western of Romania. For the data collection process, a GPS-based equipment was placed on a test vehicle to run the route for multiple times, at different days and hours. The collected data were studied by means of statistical analysis in order to establish the most relevant aspects of the travel time. The research goal of the paper was to evaluate the influence exerted by demographics and type of locality on travel time by means of eventual delays. The main findings were employed to analyze the traffic conditions as well as the parameters that have a major impact on them. According to the results of the analysis, the traffic flow on the interurban route is best described by the travel time and consequently the delays registered due to multiple obstructive elements such as railway level crossings, pedestrian crossings within the localities, and level intersections between different roads category. However, according to the study, it can also be concluded that travel time and therefore the eventual delays are not influenced to a great extent by neither the type of transited localities - urban or rural, nor the demographics.
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Gasztold, Brygida. "Processes of Survival and Resistance: Indigenous Soldiers in the Great War in Joseph Boyden’s Three Day Road and Gerald Vizenor’s Blue Ravens." Studia Anglica Posnaniensia 53, s1 (December 1, 2018): 375–94. http://dx.doi.org/10.2478/stap-2018-0018.
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Abstract Joseph Boyden’s Three Day Road (2005) and Gerald Vizenor’s Blue Ravens (2014) offer literary representations of the Great War combined with life narratives focusing on the personal experiences of Indigenous soldiers. The protagonists’ lives on the reservations, which illustrate the experiences of racial discrimination and draw attention to power struggles against the White dominance, provide a representation of and a response to the experiences of Indigenous peoples in North America. The context of World War I and the Aboriginal contributions to American and Canadian wartime responses on European battlefields are used in the novels to take issue with the historically relevant changes. The research focus of this paper is to discuss two strategies of survival presented in Boyden’s and Vizenor’s novels, which enable the protagonists to process, understand, and overcome the trauma of war.
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Zhang, Lixia, Tianjun Zhou, Peili Wu, and Xiaolong Chen. "Potential Predictability of North China Summer Drought." Journal of Climate 32, no. 21 (September 26, 2019): 7247–64. http://dx.doi.org/10.1175/jcli-d-18-0682.1.
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Abstract Any skillful prediction is of great benefit to North China, a region that is densely populated and greatly impacted by droughts. This paper reports potential predictability of North China summer drought 1 month ahead based on hindcasts for 1961–2005 from the “ENSEMBLES” project. Correlation scores of the standardized precipitation–evapotranspiration index and standardized precipitation index reach 0.49 and 0.39, respectively. The lower-level northwestern Pacific cyclonic circulation anomaly (NWPCCA) and East Asian upper-tropospheric temperature (UTT) cooling are the crucial circulations with regard to summer drought. Two sources of predictability are identified: 1) Pacific–Japan and Silk Road teleconnections forced by well-established eastern Pacific Ocean El Niño sea surface temperature anomalies (SSTA) in summer, when the two key circulations are both well predicted because of a good prediction of enhanced equatorial central Pacific (CP) rainfall and Indian rainfall deficit, and 2) the subtropical atmosphere–ocean coupling associated with CP El Niño developing, when the skill mainly arises from the reasonable prediction of NWPCCA. In observations, the NWPCCA persists from the preceding spring to summer through a wind–evaporation–SST feedback related to the Pacific meridional mode (PMM). In predictions, the persistence of the NWPCCA is mainly forced by the enhanced convection over the subtropical central North Pacific due to the persistence of the PMM-related meridional SSTA gradient over the CP. This predicted SSTA suppresses the equatorial Pacific rainfall, contributing to low prediction skill for the East Asian UTT cooling. This study demonstrates the importance of extratropical signals from the preceding season in North China summer drought prediction.
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Shakenov, A., A. Sadkowski, and I. Stolpovskikh. "Haul road condition impact on tire life of mining dump truck." Naukovyi Visnyk Natsionalnoho Hirnychoho Universytetu, no. 6 (December 25, 2022): 25–29. http://dx.doi.org/10.33271/nvngu/2022-6/025.
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Purpose. Off-road tires (OTR) for mining and earthmoving applications which are specially developed for extreme mine site conditions can take 1020% of transportation costs. Up to 15% of OTR content is natural rubber produced from a rubber tree known as hevea brasiliensis. A significant number of OTR fail before the target life built in by tire manufacturers. This has certain negative impacts on the environment and wildlife due to deforestation effect. Thus, the purpose of the work is to increase the durability or, in the terminology of the operators, the mileage of the OTR. Methodology. The current study represents analyses of new modern digital technology for monitoring the mining haul road condition within a site study on Bogatyr Komir coal mine in North Kazakhstan. The influence of operating conditions was controlled, i.e. road quality, temperature conditions, tire pressure, and other parameters on tire life. Findings. The results show the effectiveness of digital technologies and the possibility of extending the life of tires by following the recommendations of the system in a timely manner. As a result of the analysis of temperature regimes and pressure in tires, especially in summer conditions, recommendations for rational operating conditions were determined, which makes it possible to increase the durability of tires. Originality. Modern operational digital methodology for monitoring open pit mines road condition defines ton kilometer per hour (TKPH) indicator per every trip, which provides on-time information for road design and maintenance. Practical value. Growing worldwide demand is driving the development of the mining industry. In the future, more and more fields with a low content of produced raw materials will be put into operation. The development of deposits with a low content of a useful product means that more rock mass must be moved in order for these developments to be profitable. Transportation costs in low-grade mines can be as high as 70% of mining costs due to more haul trucks and longer roads that need to be commissioned. Thus, an increase in the durability of OTR can give a great economic effect not only in the conditions of the Bogatyr Komir quarry under consideration but also in other mining and processing plants.
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Zoidov, Kobiljon. "The evolution of Eurasian relations in the spirit of Great Silk Road: Review of the scientific materials." Economics and the Mathematical Methods 58, no. 1 (2022): 61. http://dx.doi.org/10.31857/s042473880018965-0.
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In the review article, based on the methods of evolutionary and institutional theory, system paradigm, analytical assessment and historical approach, a comprehensive review of scientific materials concerning the evolution of trade, economic and military-political Euro-Asian relations and organizational and institutional directions of the revival of the spirit of the Great Silk Road (GSR) as an instrument of innovation and integration interaction in the space of global Eurasia, including without the participation of China, is given. The study is a continuation of the authors' work on the analysis of the consequences of the PRC's Belt and Road Initiative as a "soft power" for the spread of Chinese global influence. The review, classification and analysis of scientific materials concerning various forms of geopolitical confrontation between states and regions for control over trade routes, which can be carried out both through the formation of a huge empire and the creation of interstate-corporate partnership in order to ensure the economic security of long-distance trade from the Mediterranean and Northern Europe to East Asia, are presented. It is shown that the establishment of Euro-Asian relations took place in various nodal points and territories of the world economy: Central Asia, the Italian trade republics, the Nordic countries, as well as through the creation of global trade empires and quasi-state corporate structures by European states. The systematization of risks and negative consequences of the functioning of modern trade routes, the revival of the spirit of the GSR on the political and economic situation of Russia is given. Special attention is paid to scientific research, which warns against overly active involvement of the country in world trade. The vectors of Russia's participation as a leader in the innovative and industrial development of trade routes of the XXI century, primarily in the North-South direction, are determined.
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Mendes, Nuno. "O Great Game no Sudeste Asiático: a China, a ASEAN e o Mar do Sul da China." Nação e Defesa, no. 155 (April 1, 2020): 117–27. http://dx.doi.org/10.47906/nd2020.155.06.
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Besides being promoting globalization with Chinese characteristics, with the Belt and Road Initiative as an epitome, Xi Jinping’s contemporary China has tried to dominate its regional insertion area and namely Southeast Asia, which is economically and politically organized in the Association of Southeast Asian Nations (ASEAN). Both China and ASEAN have convergent economic and strategic interests in the South China Sea, whose wealth in energetic resources and fisheries is at the origin of a sovereignty dispute. In addition to this, around one-third of world trade passes through this sea. In this confluence of sea-lanes, naval powers are being measured and it is a scenario for the competitive coexistence China- United States of America, whose influence in Southeast Asia dates from Cold War, where the United States navy capabilities are being tested. In these circumstances – which can be described as a new Great Game –, not only ASEAN does not solve its problems in the South China Sea but also will be positioned in between Chinese and North- American pressures.
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Nagy, János Attila. "European Funds and the Evaluation of Their Application in the Northern Great Plain Region." Acta Agraria Debreceniensis, no. 16 (December 6, 2005): 191–98. http://dx.doi.org/10.34101/actaagrar/16/3311.
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Presently, the process of regionalization is slowly progressing in Hungary. The regional institutional system is young and the institutional experiences are limited. The Hungarian regional development agencies are operated with a limited number of personnel and their budget is only a fraction of EU regional agencies of similar size. There is no unequivocal cooperation between regional development agencies and county development agencies. In the absence of these, the strategical objectives of the region cannot be aligned and the application of consistent development policies cannot be achieved. In the past five-six years the supports from EU Pre-Accession Funds, along with the new tools of regional development policies, have all contributed to the development of the North Great Plain Region. Phare projects – beside supporting development – have played a significant role in forming the approach of individuals who are actively involved in regional development, in promoting cooperation among cross-border and other regions, as well as in preparing the regions to accept EU structural funds. Prior to the May 1st, 2004 EU accession of Hungary, the North Great Plain Region received 24-25% in direct regional development funds in the Nineties. The support per capita in the case of TFC, TEKI and CÉDE has exceeded the national average. The North Great Plain Region has received support from investment type agricultural supports, the Employment Fund and the Touristical Directives that well exceeded the national average, from the sectoral resource funds. However, the applicants of the North Great Plain Region have received little support in the case of environmental, water management and especially road development supports. About 200 applications have been submitted for the SAPARD calls nationally, 32 of these were from the North Great Plain Region. The significance of cooperation among sub-regions is demonstrated by the fact that, except for 15 settlements in Szabolcs-Szatmár-Bereg county, all have submitted an application. The efforts of inhabitants is highlighted by the high number of submitted applications, as well as by the significant degree of own contribution. Still, the GDP of the North Great Plain Region has not increased, the rate and tendency of unemployment does not sufficiently reflect the positive effect of supports. The Regional Development Directive has provided support for the development of many small- and medium size enterprises, but their effect did not ensure a sustained economic growth.The greatest difficulty is that the number of dedicated professionals who are skilled in regional politics and regional development is few. However, advantages of our EU accession can only be exploited if a group of highly skilled professionals is provided on local, county, regional and national level as well. Thus, we need a group of professionals who are informed about the European Union, the EU support forms and most of all about the operation of Structural Funds and Cohesion Funds to establish the suitable institutional background for professionally handling the funds obtained from the EU, to prepare the professional documents to access the funds and to generate development projects to efficiently use the funds as well as establishing connections with the institutions of the EU. Appropriate share from funds coming from the EU is only possible if the country, certain regions, counties and sub-regions can achieve rapid results in the areas listed above.
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Lebedev, Vasily. "The Land Reform of 1946 in North Korea and the Soviet Military Administration." Problemy dalnego vostoka, no. 5 (2022): 171. http://dx.doi.org/10.31857/s013128120022121-4.
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The land reform of 1946 in North Korea became one of the most important events in the history of the country immediately after the liberation. Despite active resistance and vicious class struggle, the North Korean land reform was conducted quite rapidly. It also opened the way for the nationalisation of industry and the slow transition to socialism. It also had a great impact on South Korea, creating enormous pressure on the US military administration and the South Korean political elites. The road to the land reform, however, was far from straight and simple. Drawing from the Soviet and North Korean documents this article examines its historical background as well as the main factors that influenced the decision of the Soviet military command to conduct the reform, mostly focusing on the demands of North Korean communists and peasants, as well as Soviet necessity procure food supplies. This article also examines different projects of the land reform, starting from the early "bourgeois-democratic" one and ending with the final radical project. One of the main reasons why the Soviets decided to go with the latter project can be found in the specific vision the Soviet military command had concerning its tasks in North Korea. The downfall of the moderate and right-wing politicians from the top leadership of North Korea during the Moscow decision crisis left the Soviet military command with no other allies apart from communists. This left the radical land reform the only possible solution that could fit the goals of the Soviet military.
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Tikunov, Vladimir S., Vitaly S. Belozerov, Aleksander N. Panin, and Stanislav Antipov. "Geoinformation monitoring of key queries of search engines, and geotagging photos in the North-Caucasian segment of the tourist route ‘Great Silk Road’." Annals of GIS 24, no. 4 (July 30, 2018): 255–60. http://dx.doi.org/10.1080/19475683.2018.1501606.
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Dorn, Glenn J. "“Exclusive Domination” or “Short Term Imperialism”: The Peruvian Response to U.S.-Argentine Rivalry, 1946-1950." Americas 61, no. 1 (July 2004): 81–102. http://dx.doi.org/10.1353/tam.2004.0091.
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“Peru lives in a psychological moment of singular confusion,” Argentine Ambassador Hugo Oderigo wrote in 1947, suggesting that “the United States and Argentina are its two great realities. It is attracted to our country by the community of historical origin, lives our reality, and recognizes the greatness” of General Juan Domingo Perón. On the other hand, the hegemonic United States, with its vast wealth and modern industrial order, offered promise for the future. In the years following the Second World War, both Perón and the Harry S. Truman administration forced two Peruvian presidents to choose between what one Lima journalist called “short-term Argentine imperialism” and the “exclusive domination which the Great Democracy of the North today exercises.” Perón's road promised rapid industrialization and liberation from foreign exploitation through statist corporatism and membership in a “southern bloc” of economically-integrated South American states, while Washington stood as the guardian of a new global order based on liberal capitalism and multilateral commerce. This conflict represents an important international aspect of what has heretofore been considered a domestic struggle within Peru from 1945-1949.
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Pugacheva, O., and A. Pyatachkova. "South Korea’s Policy toward Belt and Road Initiative." World Economy and International Relations 65, no. 10 (2021): 81–90. http://dx.doi.org/10.20542/0131-2227-2021-65-10-81-90.
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The article explores the Republic of Korea’s (ROK) position and policy toward China’s Belt and Road initiative (BRI). South Korea’s interests and intentions regarding linking of Moon Jae-in’s New Northern and New Southern Policies (in an earlier period – Park Geun-hye’s Eurasia Initiative) and China’s BRI are examined. The potential risks and factors that will influence such cooperation are defined, in particular the deepening of US–China rivalry in the region, fears of overdependence on China, instability on the Korean Peninsula, and costs associated with a slowdown in economic growth during the (post) pandemic period. At the official level the ROK has not joined the Belt and Road initiative, but Moon Jae-in’s government adheres to the position of the need to develop cooperation with the PRC. The ROK is interested in economic benefits it can have through its participation in the BRI. In particular, it expects to enter new infrastructure markets together with China. Seoul’s diplomatic curtsy over the BRI is not least related to the ROK’s interest in the Chinese consumer market, which in 2020 became the largest in the world after the US consumer goods market, as well as the importance of economic cooperation with China, its largest trading partner. Projects with the participation of North Korea are of great importance for Seoul as well, but their implementation at this stage is extremely problematic due to international sanctions. Under these circumstances, South Korea is trying to find common ground between its regional policies and the BRI at the level of interregional cooperation and joint investments in third countries (in particular, ASEAN). Thus, South Korea is highly likely to continue its balancing act towards China’s BRI. Seoul will support the Chinese initiative at the level of official rhetoric about the search for formats of linking it with South Korean regional policy, while emphasizing the multilateral nature of cooperation and avoiding as much as possible too much involvement. Acknowledgements. Research for this article was supported by MGIMO University, project No. 1921-01-02.
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Karskens, Grace. "THESIS ABSTRACT: The finest improvement in the colony. An historical and archaeological study of the Great North Road, NSW 1826-1836. MA, Sydney University." Australian Archaeology 21, no. 1 (December 1, 1985): 161–62. http://dx.doi.org/10.1080/03122417.1985.12093036.
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Ng, Boaz. "Carnivorous plants of the Western Australian granite outcrops." Carnivorous Plant Newsletter 49, no. 1 (March 1, 2020): 28–38. http://dx.doi.org/10.55360/cpn491.bn886.
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At the end of winter in 2019 I embarked on an expedition to Western Australia to find carnivorous plants in the wild. This region is a center of diversity for carnivorous plants, with more than 100 endemic species. My journey took me on a long circuit around the countryside, starting with a drive through the forests of the South West towards the Great Southern coastline, then heading north east to the interior Wheatbelt region, before eventually looping back to Perth. Throughout my 17 days and roughly 3000 kilometers on the road, the geographical features that struck me most were the granite outcrops. These ancient landforms dominate the weathered landscape and give rise to unique habitats on which countless flora and fauna have evolved. It was in these granite ecosystems that I observed the most impressive displays of Drosera and Utricularia.
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Chu, Nan-Chen, Ping-Yu Zhang, and Xiang-Li Wu. "Evolution characteristics of temporal and spatial pattern of Russian economic differences since the 21st century." PLOS ONE 17, no. 3 (March 31, 2022): e0263237. http://dx.doi.org/10.1371/journal.pone.0263237.
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Under the background of "the Belt and Road" and "the economic corridor of China, Mongolia and Russia" initiatives, it is of great significance to study the temporal and spatial economic pattern in the Russian Federation. Based on the economic development difference index, regional economic grade index, global trend analysis tool and spatial autocorrelation model, this paper analyzes the temporal and spatial pattern evolution characteristics of Russian economic differences from 2002 to 2020. The results are as following. First, although the economic imbalance among various federal subjects has been decreasing, the economic polarization has been still severe between the prosperous developed regions and the stagnant backward regions during 2002–2020. Russia’s economy shows a trend of changing from significant positive correlation in strong agglomeration space to positive correlation in weak agglomeration space, and then to random distribution. Second, there has been great differences of the economic development among various federal subjects. The economic grade of the Russian federal subjects presents a significant spatial differentiation pattern. The Russian Federation’s economic resources are concentrated in the first-class federal subject (Moscow City), second-class federal subjects (Tumen Region, Moscow Region and Saint-Petersburg city) and a few third-class federal subjects (Yamalo-Nenetsky Autonomous Area, Khanty-Mansiysky Autonomous Area, Republic of Tatarstan, Krasnodar Territory, Sverdlovsk Region, etc). Third, the Russian Federation’s economy presents "High Core, Low Periphery", "High West, Low East" and "High south, Low north" spatial differentiation pattern. The economic hot regions coincide with the high-class economic regions, which are mainly distributed in the contiguous areas of Ural Federal District and Volga Federal District, as well as the Moscow City, Moscow Region, Saint-Petersburg city, Krasnodar Territory and Rostov Region. The economic cold regions coincide with the low-class economic regions, which are mainly located in the Far East Federal District, the east of Siberian Federal District, the north of North West Federal District and the south of North-Caucasian Federal District. Finally, we suggest the recommendation for policy makers in Russia. And we propose the future research ideas.
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Chu, Qi. "Study of the cross-border cooperation with Russia in the Heilongjiang pilot free trade zone." POWER AND ADMINISTRATION IN THE EAST OF RUSSIA 100, no. 3 (2022): 53–61. http://dx.doi.org/10.22394/1818-4049-2022-100-3-53-61.
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In August 2019 the state approved creation of the pilot free trade zones in three border provinces and regions (Heilongjiang, Guangxi and Yunnan) with the aim of accelerating opening of the border through the reforms and innovation. Creation of a pilot free trade zone along the border is of great importance for China, as it creates a new high bar for openness to the outside world and contributes to economic and social development of the border areas in a new era. It is also an important measure for the country to promote the construction of «One Belt, One Road» and improve the China's new model of comprehensive openness. Based on the experience of cross-border cooperation in the other border pilot free trade zones, this article discusses specific measures, development difficulties and relevant proposals for leveling the system of the province's international trade channels towards Russia and the North-Eastern Asia.
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Christodoulou, Anastasia, Zeeshan Raza, and Johan Woxenius. "The Integration of RoRo Shipping in Sustainable Intermodal Transport Chains: The Case of a North European RoRo Service." Sustainability 11, no. 8 (April 24, 2019): 2422. http://dx.doi.org/10.3390/su11082422.
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Roll on–roll off (RoRo) shipping represents a maritime segment that could easily form part of an intermodal transport system, as cargo does not need to be lifted in ports; it is ‘rolled’ to and from sea. This paper investigates the operation of RoRo shipping services in Northern Europe, focusing on a set of services chartered by a major shipper whose demand has a great impact on the service design, potentially affecting the frequency of departures and even stipulating the use of specific vessels. The case of cooperation between Stora Enso, a major forest company in Sweden and Finland, and the shipping company Swedish Orient Line (SOL) is analysed, giving some insight into the way these RoRo services operate and manage to integrate successfully into sustainable intermodal transport chains. Despite various initiatives taken by different stakeholders, the level of integration of shipping in intermodal transport chains has been quite slow. This paper’s results could contribute to the identification of barriers that prevent RoRo shipping from being a viable alternative to road transport for certain transport routes and assist in the discovery of policies and incentives that could lead to developing sustainable intermodal transport chains.
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Brisson, Jacques, Sylvie de Blois, and Claude Lavoie. "Roadside as Invasion Pathway for Common Reed (Phragmites australis)." Invasive Plant Science and Management 3, no. 4 (December 2010): 506–14. http://dx.doi.org/10.1614/ipsm-09-050.1.
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AbstractThe rapid progression of an invasive genotype of common reed along roads and other linear infrastructures in North America provides one of the most spectacular examples of the role of transportation corridors as invasion pathways. In this paper, we discuss ecological patterns and processes in roadside habitats important for understanding the invasion dynamics of common reed from coastal areas inland. Frequent disturbances in roadsides combined with potentially high levels of nutrients from adjacent land and stress conditions (from deicing salt and other pollutants) mimic the conditions unfortunately found more and more in natural wetlands. The novel contribution of roads is the creation of linear wetlands with an unprecedented level of connectivity. Genetic evidence shows that invasion inland coincides with the intensification of the road network. Time series analysis of remote sensing data reveals impressive rates of invasion of roadsides and other linear infrastructures, suggesting prime conditions for common reed in these novel habitats. Whereas reed dispersal along roads was thought to be largely due to rhizome transport, new evidence suggests a significant contribution of sexual reproduction and seedling establishment, likely enhanced by climate warming at northern latitudes. There is little evidence that other wetland plants can slow down vegetative expansion of common reed in roadside habitats, but plant cover could prevent seedling establishment and shading by shrubs and trees limit lateral clonal expansion. The fact that common reed possibly provides water treatment and other ecosystem services in roadsides must be carefully weighed against the threat to biodiversity in natural systems. All this begs for investigating urgently if, where, and how we should intervene without compromising the great value of wetlands of conservation interest intersected by roads.
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Bárdos, Edith, and Máté Varga. "Jelentés a Kaposvárt elkerülő 61-es számú főút 2. lelőhelyén végzett feltárásról." Kaposvári Rippl-Rónai Múzeum Közleményei, no. 3 (2014): 175–84. http://dx.doi.org/10.26080/krrmkozl.2014.3.175.
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The preliminary explorations of the bypass of road 61 to the North of Kaposvár took more years. Among the ex-cavations in the pathes of the new highway, one of the great-est and most important is the excavation of site number 2 to the South of Toponár. The excavation is located on the East-ern bank of Stream Deseda. The territory was almost always suitable for settlement. It is proved by the fact that we found artifacts from 9 period-cultures from the late Neolithic to the late Medieval period. On the site of the excavations there is an outstanding amount of scattered cremation burials and urn graves from the period of the Transdanubian Encrusted Pot-tery Culture, as well as the cemetery established in the 11th century, in the Arpadian-age. The extended area of the exca-vations was settled intensively in the late Avar-age and in the early Arpadian-age.
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Steenburgh, W. James, and Sento Nakai. "Perspectives on Sea- and Lake-Effect Precipitation from Japan’s “Gosetsu Chitai”." Bulletin of the American Meteorological Society 101, no. 1 (October 1, 2019): E58—E72. http://dx.doi.org/10.1175/bams-d-18-0335.1.
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Abstract A remarkable snow climate exists on the Japanese islands of Honshu and Hokkaido near the Sea of Japan. Mean annual snowfall in this “gosetsu chitai” (heavy snow area) exceeds 600 cm (235 in.) in some near-sea-level cities and 1,300 cm (512 in.) in some mountain areas. Much of this snow falls from December to February during the East Asian winter monsoon when frequent cold-air outbreaks occur over the Sea of Japan. The resulting sea-effect precipitation systems share similarities with lake-effect precipitation systems of the Laurentian Great Lakes of North America, but are deeper, are modulated by the regional coastal geometry and topography, and can sometimes feature transversal mode snowbands. Snowfall can maximize in the lowlands or the adjoining mountains depending on the direction and strength of the boundary layer flow. Remarkable infrastructure exists in Japan for public safety, road and sidewalk maintenance, and avalanche mitigation, yet snow-related hazards claim more than 100 lives annually. For winter recreationists, there is no surer bet for deep powder than the mountains of Honshu and Hokkaido near the Sea of Japan in January, but the regional snow climate is vulnerable to global warming, especially in coastal areas. Historically, collaborative studies of sea- and lake-effect precipitation systems involving North American and Japanese scientists have been limited. Significant potential exists to advance our understanding and prediction of sea- and lake-effect precipitation based on studies from the Sea of Japan region and efforts involving meteorologists in North America, Japan, and other sea- and lake-effect regions.
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Li, Shenxin, Sedra Shafi, Bin Zou, Jing Liu, Ying Xiong, and Bilal Muhammad. "PM2.5 Concentration Exposure over the Belt and Road Region from 2000 to 2020." International Journal of Environmental Research and Public Health 19, no. 5 (March 1, 2022): 2852. http://dx.doi.org/10.3390/ijerph19052852.
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Ambient fine particulate matter (PM2.5) can cause respiratory and heart diseases, which have a great negative impact on human health. While, as a fast-developing region, the Belt and Road (B&R) has suffered serious air pollution, more detailed information has not been revealed. This study aims to investigate the evolutionary relationships between PM2.5 air pollution and its population-weighted exposure level (PWEL) over the B&R based on satellite-derived PM2.5 concentration and to identify the key regions for exposure control in the future. For this, the study focused on the B&R region, covering 51 countries, ranging from developed to least developed levels, extensively evaluated the different development levels of PM2.5 concentrations during 2000–2020 by spatial-temporal trend analysis and bivariate spatial correlation, then identified the key regions with high risk under different levels of Air Quality Guidelines (AQG). Results show that the overall PM2.5 and PWEL of PM2.5 concentration remained stable. Developing countries presented with the heaviest PM2.5 pollution and highest value of PWEL of PM2.5 concentration, while least developed countries presented with the fastest increase of both PM2.5 and PWEL of PM2.5 concentration. Areas with a high level and rapid increase PWEL of PM2.5 concentration were mainly located in the developing countries of India, Bangladesh, Nepal, and Pakistan, the developed country of Saudi Arabia, and least developed countries of Yemen and Myanmar. The key regions at high risk were mainly on the Indian Peninsula, Arabian Peninsula, coastal area of the Persian Gulf, northwestern China, and North China Plain. The findings of this research would be beneficial to identify the spatial distributions of PM2.5 concentration exposure and offer suggestions for formulating policies for the prevention and control PM2.5 air pollution at regional scale by the governments.
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Rusmewahni and Rodi Syafrizal. "Integration Strategy for Infrastructure Development in MSME Product Marketing Systems in Serdang Bedagai Regency North Sumatra." International Journal of Economics (IJEC) 1, no. 1 (June 30, 2022): 237–47. http://dx.doi.org/10.55299/ijec.v1i1.133.
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Micro, Small and Medium Enterprises in the national economy have an important and strategic role. This condition is very possible because the existence of MSMEs is very dominant in the Indonesian economy, on the grounds that the number of industries is large and exists in every economic sector, has great potential in absorbing labor, and the contribution of MSMEs in the formation of GDP is very dominant. This study aims to find out how the Integration Strategy of Infrastructure Development in the MSME Product Marketing System in Serdang Bedagai Regency after the construction of the toll road in the Bengkel village. The method used in this research is Qualitative Descriptive Analysis with Miles and Huberman Model. Data analysis in qualitative research is carried out during data collection, and after completing data collection within a certain period. Activities in data analysis consist of the following steps : 1 . Data Reduction 2. Data Display 3. Conclusion Drawing/Verification. The results of the study show that the workforce used by MSMEs is getting smaller, there has been a significant decrease in income for MSME actors and even the closing of MSME merchant outlets / shops. by MSME traders in the Workshop Market in terms of product quality is quite good. However, existing products and creativity did not develop. In terms of prices offered in every store in the Workshop Market, it is still within reasonable and competitive limits.