Urban development,redevelopment and regeneration encouraged by transport infrastructure projects: The case study of 12 European cities

This paper attempts to describe the potential of urban transport infrastructure projects such as metro, regional rail and tram, to indirectly work as a catalyst for the development and redevelopment of urban areas as well as the regeneration of declining areas. The paper presents the outcome of research on a sample of 12 European cities—Athens, Bratislava, Brussels, Helsinki, Lyon, Madrid, Manchester, Newcastle upon Tyne, Stuttgart, Valencia, Vienna and Zurich. This research is part of the Transecon project which was funded by the European Commission under the competitive and sustainable growth programme of the fifth framework— and concerned with all kinds of different indirect effects (economic, social and spatial) of new transport infrastructure investments in European cities. The outcome of the research points out that urban transport infrastructure may have a catalytic effect on the development, redevelopment and regeneration of urban areas but there are a lot of other influencing factors which make such re-urbanization processes a successful or unsuccessful story.     

Water-Transport Problems of Central Asia in Connection with Water-Management Projects on the Amudarya and the Karakum Canal

The economics of Central Asian transportation are such that railroads are more economical than waterways if they run parallel, but water transport is considerably more economical than motor transport in the absence of railroads. This explains why shipping was never significant along the Syrdarya, one of the two major streams of Central Asia, which has been paralleled by a railroad (from Orenburg to Tashkent) since 1906. The situation was different in the case of the Amudarya, which was paralleled by a railroad in its lower reaches only since 1955. The significance of shipping on the Aral Sea is declining rapidly as more water is being withdrawn from its tributary streams for irrigation and the sea level is dropping. The author sees a future for water transportation on a southern east-west route made up by the upper reaches of the Amudarya and the Karakum Canal. However, such a route would require considerably additional capital investment on the canal to make it accessible to larger barges.     

Assessing the geotechnical component of road construction suitability across Australia

Given Australia's dispersed population distribution the construction and maintenance of transportation infrastructure is both essential and expensive. This paper presents a simple model for assessing geotechnical suitability for road construction across the continent, based upon the three major phases of road construction: earthworks, pavement construction and sealing. Data from the recently completed geotechnical landscape map of Australia have been used to operationalise the model at a national scale. The map was coded to the basic spatial units (modified local government areas) of the Australian Resources Information System, so forming an extensive geographic data base suited to a variety of national transport suitability assessments. As a demonstration, the road construction suitability model and the geotechnical data have been applied to the task of mapping the average suitability of each basic spatal unit in Australia for each of the three phases of road construction. The resulting maps provide a comprehensive overview of the instrinsic difficulty of providing roading throughout Australia.     

Specific Peculiarities of the West Siberian Economic Complex

The development of the newly discovered oil and gas resources and expansion of timber production in Western Siberia are hampered by a harsh physical environment and climate, the absence of transport routes, the lack of local building materials, and the need for attracting manpower from the outside. Despite these handicaps, however, the concentration of vast oil and gas reserves near the fuel-deficit regions of the Urals and Western Siberia is expected to make the development of these resources as well as of West Siberian timber economical.     

Evaluation of soluble benzene migration in the Uinta Basin

Field sampling and mathematical modeling are used to study the long‐distance transport and attenuation of petroleum‐derived benzene in the Uinta Basin, Utah. Benzene concentration was measured from oil and oil field formation waters of the Altamont‐Bluebell and Pariette Bench oil fields in the basin. It was also measured from springs located in the regional groundwater discharge areas, hydraulically down‐gradient from the oil fields sampled. The average benzene concentration in oils and co‐produced waters is 1946 and 4.9 ppm at the Altamont‐Bluebell field and 1533 and 0.6 ppm at the Pariette Bench field, respectively. Benzene concentration is below the detection limit in all springs sampled. Mathematical models are constructed along a north–south trending transect across the basin through both fields. The models represent groundwater flow, heat transfer and advective/dispersive benzene transport in the basin, as well as benzene diffusion within the oil reservoirs. The coupled groundwater flow and heat transfer model is calibrated using available thermal and hydrologic data. We were able to reproduce the observed excess fluid pressure within the lower Green River Formation and the observed convective temperature anomalies across the northern basin. Using the computed best‐fit flow and temperature, the coupled transport model simulates water washing of benzene from the oil reservoirs. Without the effect of benzene attenuation, dissolved benzene reaches the regional groundwater discharge areas in measurable concentration (>0.01 ppm); with attenuation, benzene concentration diminishes to below the detection limit within 1–4 km from the reservoirs. Attenuation also controls the amount of water washing over time. In general, models that represent benzene attenuation in the basin produce results more consistent with field observations.     

The Problem of Organizing a Food-Supply Base for the Yeniseysk Industrial District

The author examines the possibilities of developing a local food supply for the growing population of the prospective Yeniseysk industrial district of central Siberia. Local conditions are found to be economical for the production of a suburban-truck type of farming, with emphasis on fresh vegetables, potatoes and whole milk, as well as pork, poultry and eggs. Grain production is found to be uneconomical and the district will have to rely on grain shipped from other areas.     

“绩效”二元视角下高速交通对旅游发展的影响及空间效应研究——以长三角地区为例

以长三角地区为研究对象,采用改进TOPSIS法和Super-SBM DEA模型分别测算高速交通优势度和旅游绩效,综合运用双变量LISA方法和空间面板杜宾模型,实证研究2005—2018年长三角高速交通对旅游绩效影响的空间效应及机理。结果表明:(1)2005—2018年,长三角高速交通优势度呈现“东高西低,中间高、南北两翼低”空间格局,且趋向相对均衡化态势。(2)旅游规模高值区集中于省会城市及高速交通干线附近;旅游效率高、较高值区沿“沪宁合—沪杭—杭甬”交通干线分布明显。(3)长三角高速交通对本地和邻近地区旅游规模、旅游效率均存在显著正向驱动效应;高速交通对旅游规模正向影响的直接和间接边际效应系数均大于旅游效率,这与高速交通的“双刃性”、“虹吸效应”及“错配效应”相关。(4)经济实力、旅游资源、产业机构高级化等对本地旅游绩效具有正向促进作用,而旅游资源、人力资本对邻近地区旅游绩效呈现负向外部性。     

论近代中国北方外向型经济的兴起

近代以后,我国北方广大地区的社会经济结构逐步由传统的农、牧、工、商业经济向现代外向型经济转变。这一嬗变与北方沿海港口尤其是天津港的开埠和发展,有着极为密切的关系。天津进出口结构的变化,则是北方社会经济这种变迁的主要体现。通过港口与腹地间经济的互动作用,近代北方外向型经济体系逐步架构起来。     

陕西文学地理初探

本文通过对形成现当代陕西文学地域差异的自然地理因素与人文地理因素进行研究,探索文学空间分异机制,构建文学地理学相应的理论框架。陕西文学发展程度存在地域不平衡,其中地理条件优越,经济、文化发达地区以及交通要道、文化交流较多的地区多是文学发展程度较高的地区。自然景观的单调与繁复除直接影响着文风的质朴与瑰丽外,更多的通过在地理环境基础上形成的有着独特区域特点的经济类型、生活方式,以及由此所衍生的民风民性等方面曲折地影响着文学家,进而影响其风格。     

Basic Trends in the Population Geography of Contemporary Cuba

Population changes in Cuba are analyzed on the basis of differential growth rates in provinces and urban centers. Three types of areas are distinguished: (1) those where population continues to be concentrated as a result of high growth rates exceeding the national average (notably major industrial towns and ports and rapidly developing agricultural areas); (2) areas recording absolute population increases, but at lower rates of growth than the national average; (3) areas in which population is declining.     

基于可达性的县域医疗服务均等化分析——以湖北省松滋市为例

中国县域城乡和不同乡镇之间的发展存在较大差异,在卫生领域表现尤为突出。在偏远农区,医疗资源短缺、卫生服务落后和健康保障缺位现象普遍存在。本文以湖北省松滋市为研究区域,以包括行政村和居委会的聚落点为基本研究单元,将可达性分析与聚类分析相结合,评估并表达不同区域医疗服务均等化水平并探讨相关公共政策。结果表明:(1)在县域尺度,医疗服务均等化水平空间差异明显,呈现出中心城区向周边递减的情况;(2)医疗服务均等化水平与经济发展水平分布格局上存在空间同型特征;(3)聚落中心、交通沿线可达性较高,而交通的改善会显著降低空间阻抗系数,促进均等化进程。     

The Transport Industry in the West and East Zones of the USSR

The levels of development of production and transportation are compared for the western and eastern zones of the USSR. The low density of the transport net in the East, combined with the high cost of transport construction and a manpower shortage, tends to favor the development of large industrial complexes within limited areas making use of the zone's unique natural resource base. Such areally concentrated development would reduce the need for local transport systems and make more investment available for the more efficient mainline routes. The western zone, with its virtually continuous economic development and denser transport net, favors a more uniform location of production and the increasing location of industry in small and middle-size cities, which would ease the load on heavily used mainline transport routes and make greater use of local forms of transportation, including motor freight.     

Variations of the mesospheric lithium in the Arctic

The resonance line of lithium at 6708 Å, emitted from the mesopause during twilight, is reported to have sporadically an intensity of 100 R, and the intensity variation exceeds a factor of 4 in 24 h. The peak intensity is an order of magnitude higher than the average intensity observed at mid-latitudes. We believe that the high average lithium densities in the Arctic are mostly due to meridional transport, and that the sporadically occurring extremely high intensities are caused by meteor showers.     

近代民信局的寄递网络研究

近代民信局经历了由盛转衰的演变过程.通过对民信局寄递地点和范围的分析,表明其寄递网络主要呈中心城市、中等城市和城镇三个层级展开;各区域中心城市民信局的寄递网络展开的特点不同;民信局的寄递网络说明在区域内部经济联系密切的基础上,区域间的经济联系已经突破了内部束缚,呈现出日益加强的表征;民信局的寄递网络以沿海沿江一线为主干,体现出了该地区经济一体化的发展趋势.     

Land Transport Reforms and the Economic Geography of the Northern Territory

Agreements at the special Premiers' Conferences in October 1990 and July 1991 removed Northern Territory Government control over the setting of heavy vehicle registration charges and arrangements for local roads funding on Aboriginal land. In relating the way in which the Northern Territory Government has traditionally administered these policy areas and reacted to the Premiers' Conference agreements, it is shown how land transport policy has been used to facilitate a preferred direction for development of the Territory's economic geography, namely, one in which costs to the private sector are subsidised and activities on privately-owned Aboriginal land are controlled. The agreements should result in a more equitable administration of land transport pol icy in the Territory. Changes to the administration of land transport reflect a broader shift in Australian Federal relations, in which the Commonwealth has sought greater national uniformity of transport policy. This has major implications for the future economic geography of the Northern Territory.     

Transport Problems of the Volga Region in Connection with Development of its Productive Forces

The Volga region, which owes its economic development in considerable measure to its favorable transport situation, is expected to continue as a major transit region, as fuels and energy [oil, gas, electric power] are transmitted from newly developed Siberian areas to the manufacturing centers of European Russia. Because of the importance of the east-west routes, railroads will continue to play a key role in the regional transport picture, but pipelines and waterways are planned to become more important.     

The regional impact of the channel tunnel: Qualitative and quantitative analysis

The paper addresses the question of how different types of regions mill be affected by the development of a major new transport infrastructure such as the Channel Tunnel. It summarizes a study on the regional impacts of the Channel Tunnel throughout the European Union (EU). The research design combined qualitative methods of futures exploration employing 13 regional case studies with quantitative forecasting techniques using the MEPLAN transport and economic model. The paper presents the methodology and major results of the two approaches with respect to the impacts of the Channel Tunnel on transport flows and regional development in Europe and draws conclusions for transport and regional policy of the EU. The paper demonstrates that the removal of a bottleneck like the Channel Tunnel does not necessarily induce economic gains in all adjacent regions. Much more important for regional economic development than the reduction of transport costs are the image to be a region well integrated into the European high‐speed transport network and an active political response of the region to take advantage of opportunities like the Channel Tunnel.     

Basic Data on the Territory of the USSR and its Physical Characteristics

A gas-industry economist outlines a series of geographical and economic arguments in favor of transmitting natural gas from Tyumen' Oblast to the European part of the USSR via the Middle Urals rather than along the northern route through Komi ASSR, as now planned. In his view, the Middle Urals route would be more economical by providing more direct access to major consuming areas and avoiding the northern hostile environment with its inevitable increase in construction costs.     

民初江南慈善组织的新变化:苏城隐贫会研究

民国初年,随着政治、经济变迁的演进．以及西力东渐的影响．江南的民间慈善组织呈现出一些新的变化。苏州隐贫会的发起、组织及其活动具有代表性。与苏州其他慈善团体的活动作比较,民问慈善组织的变化可以反映出当时社会经济及文化道德的变迁。     

基于GIS的徐州市城乡交通基础设施通达性研究

以徐州市城乡交通网络数据为数据源,利用GIS空间分析技术,选取长度-半径维数、分枝维数、距离可达性、时间可达性和可达性系数5个指标对该区交通网络的空间形态、空间分布、距离关系、时间关系等进行多角度分析。结果表明,徐州市城乡交通网络长度-半径维数呈现明显的空间分异,徐州市区及周边地区交通网络密度最大,其次是东部,西北部县域交通网络密度最小,分枝维数和长度-半径维数的空间分布基本一致。区内各节点的时间和距离可达性均随距离徐州市区的增大而增大,通达性高于全区平均水平的节点有徐州市辖区各节点,接近全区平均水平的节点有邳州市、沛县和睢宁县,而丰县和新沂市的通达性水平则低于全区平均通达性水平。