Late Miocene to Quaternary Development of the Jiujing Basin, Southern Beishan Block, China: Implications for the Kinematics and Timing of Crustal Reactivation North of Tibet

The accelerated economic development of China in recent decades has allowed it to accumulate the potential to multiply its influence in Eurasia and initiate a number of ambitious political and economic projects designed for the long term. The most important of these are the concepts of the Silk Road Economic Belt (SREB) and the 21st Century Marine Silk Road (UWB), put forward by Chinese President Xi Jinping in autumn 2013 and subsequently combined under the title "One Belt — one way" as the strategy of China’s foreign economic policy, at least until 2022. Another factor behind the emergence of the SREB concept is the change in China’s foreign economic paradigm and its transition from a country attracting foreign direct investment to a donor country. Therefore, industrial cooperation is an important part of the SREB. In the negotiations of the EAEU countries with China on the integration of the EAEU and the SREB, it is necessary to take into account the interests of the industrial development of the EAEU countries, as well as the possible economic, political, operational and environmental risks that the process of interfacing with the SREB entails. It is necessary that the industrial cooperation of the EAEU countries and China be based on the principles of equality and mutual benefit.

Chinese government has developed transport infrastructure rapidly under Belt and Road Initiative (BRI) strategy. The BRI strategy is China's economic development strategies for expanding trade and cultural influence towards countries in western and eastern regions, including ASEAN. The development of BRI strategy is consists of two main components i.e., (i) the Silk Road Economic Belt, follows the historical overland Silk Road through Central Asia, Iran, Turkey and eventually to Europe, and (ii) the Maritime Silk Road, originates in the South China Sea, passing through the Malacca Strait, the Indian Ocean, and the Red Sea and extending into the Mediterranean Sea (Chris & Elizabeth, 2015). Due to the BRI strategy, more than 6000 trains made the journey from China to Europe in 2018, which is an increase of 72% compared to 2017. China has sent more than 11,000 freight trains to Europe and back since the BRI strategy was announced in 2013. Railway networks have been constructed under the BRI strategy for connecting 48 Chinese cities with 42 cities in Europe through Asia. There are many railway infrastructures under the BRI strategy. The China – Laos railway (Vientiane–Boten railway) is one of project under the Silk Road Economic Belt that has been developed for serving as a key infrastructure for the economic corridor between the two countries. In nearly future, this railway will be helped to boost trade, investment and tourism for Lao PDR. and south China's Guangxi Zhuang Autonomous Region. The Vientiane–Boten railway, especially transportation time will attract both travelers and Logistics Service Providers (LSP), which can be reduced time of journey compared with road mode. In this paper, modal shift potential of travelers and freight on Kunming-Bangkok Highway (R3A), AH2, AH8, AH9, AH10, AH12, AH13, and AH18 have been investigated by considering behavioral aspects of long distance travel. Keywords: Mode Split Model, Modal Shift, Vientiane–Boten railway, Travel Behaviour

AbstractThe millenia-old oasis systems in the Western Hajar Mountains of Northern Oman have received widespread attention as models of sustainable irrigated agriculture in hyperarid Arabia. Given Oman’s rampant urbanization, growing scarcity of water and skilled labour, we quantified chances in water use, land use, and land cover between 2007 and 2018 using a rare time-series approach of detailed GIS-based crop mapping. Results from satellite image analysis and comprehensive ground truthing showed that urban areas grew from 206 ha in 2009 to 230 ha in 2014 and 252 ha in 2018. Throughout this decade, irrigated areas in backyards and front-house gardens of the town, planted largely to tree crops and vegetables, increased from 13.5 to 23.3 ha. Between 2007 and 2018 the actively used area of the studied oasis systems declined by 2.0% and the share of perennial crops without underplanting by 5.1%, while land under agroforestry increased by 2.1% and fallow land by 3.5%. Rising water demand of the sprawling town Sayh Qatanah led to terraces of Al ‘Ayn and Ash Sharayjah now being partly irrigated with treated wastewater which accelerated the abandonment of the old settlement structures. The labour- and water use efficiency-driven transformation of the Al Jabal Al Akhdar oasis agriculture into increasingly market-oriented landuse systems questions its function as example of sustainable, bio-cultural heritage of Arabia.

The Russian-led Eurasian Economic Union (EAEU) is a key partner in China’s Belt, and Road Initiative (BRI), since it comprises the majority of territories which the BRI’s overland route, the Silk Road Economic Belt, needs to traverse as it crosses Central Asia on the way to Europe. The goal of this article is to explore the BRI in the context of BRI–EAEU coordination. The first part of the analysis focusses on the ways the Eurasian Economic Commission delineates the “Greater Eurasian Partnership” and counterposes it against China and the BRI. Then, the article compares two sets of interpretations of the BRI and “Greater Eurasian Partnership” obtained from interviews with elites in Kazakhstan and Russia. The interviews indicate that the BRI has had a much more forceful impact on local elites than Russia’s idea of “Greater Eurasian Partnership.”