scholarly journals Threshold Vegetation Greenness under Water Balance in Different Desert Areas over the Silk Road Economic Belt

2020 ◽  
Vol 12 (15) ◽  
pp. 2452
Author(s):  
Yu-Jun Ma ◽  
Fang-Zhong Shi ◽  
Xia Hu ◽  
Xiao-Yan Li
Keyword(s):  
Water Balance ◽  
Silk Road ◽  
Threshold Values ◽  
Vegetation Growth ◽  
Polar Desert ◽  
Silk Road Economic Belt ◽  
Desert Areas ◽  
The Mean ◽  
Arid Desert ◽  
The Silk Road

The sustainability of dryland vegetation growth over the Silk Road Economic Belt is under threat of water shortage, and the determination of water carrying capacity for vegetation is critically essential to balance water supply and water demand for the maintenance of existing ecosystems. To better understand how and why vegetation growth varies in different desert areas, this study first analyzed the spatiotemporal variation of the normalized difference vegetation index (NDVI). Then, we investigated the relationship between NDVI and climatic factors (precipitation, soil water content, air temperature, evapotranspiration), and estimated the threshold NDVI under water balance in different desert areas. Results showed that the higher NDVI was mainly distributed in Kazakhstan, Russia, and Azerbaijan, and it increased in approximately 53% of desert areas from 1982 to 2015 in the whole study region. The mean annual NDVI showed a simultaneous increasing trend in all desert areas from 1982 to 1994, and decreased significantly only in the cold arid desert area (p < 0.01, −0.0067 decade−1) or had no significant change in other desert areas after 1994 (p > 0.01). The climate condition generally appeared as a warming and drying trend in the past 34 years, with varied changing rates in different desert areas. NDVI presented a strong positive relationship with both precipitation and evapotranspiration in most desert areas. The threshold values of the mean annual NDVI under water balance between 1982 and 2015 were approximately 0.1041 (hot arid desert), 0.1337 (cold arid desert), 0.1346 (cold arid semi-desert), 0.0951 (hot arid desert semi-desert), 0.0776 (polar desert tundra), 0.1071 (hot arid desert shrub), 0.1377 (cold arid desert steppe), and 0.0701 (polar desert steppe), respectively. The responses of these threshold values to precipitation were all positive in different desert areas. These results provide an enhanced understanding of vegetation dynamics and ecological conservation, which are of great importance to implementing adaptation and mitigation measures for terrestrial ecosystems over the Silk Road Economic Belt.

scholarly journals Climatic Constraints to Monthly Vegetation Dynamics in Desert Areas Over the Silk Road Economic Belt

2021 ◽  
Vol 13 (5) ◽  
pp. 995
Author(s):  
Yu-Jun Ma ◽  
Fang-Zhong Shi ◽  
Xia Hu ◽  
Xiao-Yan Li
Keyword(s):  
Vegetation Dynamics ◽  
Climatic Factors ◽  
Climatic Conditions ◽  
Silk Road ◽  
Arid Areas ◽  
Accumulation Effect ◽  
Silk Road Economic Belt ◽  
Dryland Ecosystems ◽  
Desert Areas ◽  
The Silk Road

The sustainability of vulnerable eco-environment over the Silk Road Economic Belt is under threat of climate change, and the identification of vegetation constraints by sub-optimum climatic conditions is critically essential to maintain existing dryland ecosystems. To better understand how the vegetation varies at monthly scale and its effect by climate conditions in different desert areas, this study first investigated the seasonal variation of the normalized difference vegetation index (NDVI). Then, we analyzed the time effects of diverse climatic factors (air temperature, solar radiation, precipitation) on NDVI and estimated the limitation of NDVI by these climatic factors in different desert areas. The result showed that the mean monthly NDVI during 1982–2015 showed a unimodal variation in most desert areas, with high values in late spring and summer over cold arid areas, in early spring or early autumn over hot arid areas, and in summer over polar areas, respectively. Solar radiation and precipitation in cold arid areas presented 1–2 month lag or accumulation effect on NDVI, while precipitation in most hot arid areas showed no remarkable time-lag but 3 month accumulation effect, and all three climate factors in polar areas exhibited 1–3 month accumulation effect. The explanatory power of climatic conditions for vegetation dynamics considering time effects increased by 3.4, 10.8, and 5.9% for the cold arid areas, hot arid areas, and polar areas (i.e., relative increase of 4.1, 25.4, and 8.2%), respectively. The main climatic constraints to vegetation dynamics were the water condition in hot arid areas (>78%) and the temperature condition in polar areas (>67%), while cold arid areas were simultaneously limited by the water and temperature conditions (>76% in total). These results provide a detailed understanding of vegetation variation and ecological projection, which are very important to implement adaption measures for dryland ecosystems over the Silk Road Economic Belt.

Prospects for matching strategic directions of the intergraphic development of the Economic Union and the Economic belt of the Silk road

2020 ◽  
pp. 22-45
Author(s):  
V. Zubenko ◽  
A. Massalimova
Keyword(s):  
Industrial Development ◽  
Donor Country ◽  
Silk Road ◽  
Foreign Economic Policy ◽  
Industrial Cooperation ◽  
Economic Paradigm ◽  
Silk Road Economic Belt ◽  
Title One ◽  
The Silk Road

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.

Railway's Impacts on Modal Shift Potential Towards Intermodal Transportation: A Case Study in Lao PDR.

2020 ◽  
Vol 11 (1) ◽  
pp. 123-123
Author(s):  
Klairung Ponanan ◽  
Wachira Wichitphongsa
Keyword(s):  
Service Providers ◽  
Lao Pdr ◽  
Travel Behaviour ◽  
Silk Road ◽  
Transport Infrastructure ◽  
Chinese Government ◽  
Modal Shift ◽  
Long Distance ◽  
Silk Road Economic Belt ◽  
The Silk Road

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

Time-varying trends of vegetation change and their driving forces during 1981–2016 along the silk road economic belt

CATENA ◽  
2020 ◽  
Vol 195 ◽  
pp. 104796 ◽  
Author(s):  
Xiaojuan Xu ◽  
Huiyu Liu ◽  
Fusheng Jiao ◽  
Haibo Gong ◽  
Zhenshan Lin
Keyword(s):  
Vegetation Change ◽  
Driving Forces ◽  
Silk Road ◽  
Time Varying ◽  
Silk Road Economic Belt ◽  
The Silk Road

scholarly journals Interrelations of Siberia and China in the Frameworks of Silk Road Economic Belt

2019 ◽  
Vol 2019 (4) ◽  
pp. 432-440
Author(s):  
Arseny Fartyshev
Keyword(s):  
Large Scale ◽  
Raw Materials ◽  
Silk Road ◽  
Chinese Economy ◽  
Local Economy ◽  
Investment Fund ◽  
Economic Interaction ◽  
Silk Road Economic Belt ◽  
State Potential ◽  
The Silk Road

The aim of the present research was to define the place of Siberia in the current Chinese concept of the Silk Road Economic Belt. The paper features the current state, potential benefits, and possibilities of integrating Siberia into the concept of the Silk Road Economic Belt. An analysis of the commodity structure of exports to China showed that the increasing capacity of transport routes and new highways will strengthen the export and resource role of Siberia. The process is bound to increase deforestation and the export of raw materials to China, especially in the absence of large-scale investments into industrial production. The authors questioned representatives of the Chinese delegation on the economic image of Siberia in China, the future of the bilateral economic interaction, and the needs of the Chinese economy. The concept of local economy proved beneficial on the municipal scale, while the New Angarstroy project will develop production enterprises in Siberia on the national scale, which will meet domestic demand and boost export to China. The Silk Road Fund, established within the Silk Road Economic Belt, and the Russian-Chinese Regional Development Investment Fund can be effectively used as material and financial resources for the economic development of Siberia. They can provide investment in infrastructure and enterprises that will be repaid in the medium and long term.

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