With the advent of knowledge economy, international competition is becoming increasingly fierce, human resources management in the role of enterprise management is growing. In the 21st century, the trend of globalization of the world economy has been strengthened, and the development of science and technology has been changing with each passing day. The essence of comprehensive national competition is becoming the competition of human resources. Similarly, enterprises in order to compete in the fierce and healthy development, we must reduce costs and improve management efficiency, must have a set of their own talent management methods. Human resources are the most important resources in all resources, effectively play the important role of human resources in the core competitiveness, and formulate the countermeasures of human resource competition, which is of great significance to improve the core competitiveness of enterprises. In the new century to further improve the management of human resources in state-owned enterprises, improve China's enterprise human resources management system is to enliven the state-owned enterprises, improve our comprehensive national strength of the top priority, to promote China's economic development is of great significance.

This paper reviews and compares the opportunities and challenges in terms of port and intermodal development in China and India—the two fast-growing economic giants in the world. The study analyzes the future direction of these two countries’ port-hinterland intermodal development from the sustainability perspective. Both China and India face some major opportunities and challenges in port-hinterland intermodal development. The proposal of the Silk Road Economic Belt and the 21st-century Maritime Silk Road, also known as the Belt and Road Initiative (BRI), offers plentiful opportunities for China. A challenge for China is that its development of dry ports is still in the infancy stage and thus it is unable to catch up with the pace of rapid economic growth. As compared with China, India focuses more on the social aspect to protect the welfare of its residents, which in turn jeopardizes India’s port-hinterland intermodal development in the economic sense. The biggest challenge for India is its social institution, which would take a long time to change. These in-depth comparative analyses not only give the future direction of port-hinterland intermodal development in China and India but also provide references for other countries with similar backgrounds.

The expansion of road networks, taken place during the last decades, was driven by technological progress and economic growth. The most innovative products of this trend—modern motorways and international road corridors—provide an excellent level of service, traffic safety and necessary information to travelers. However, despite this undeniable progress, major impediments and respective challenges to road authorities and operators still remain. The present paper analytically presents the main current challenges in the road engineering field, namely: a) financing new projects, b) alternative energy resources, especially renewable energy, c) serviceability, including maintenance of road infrastructure, traffic congestion and quality of the network, d) climate change hazards due to greenhouse gas emissions increase, e) environmental impacts, f) safety on roads, streets and motorways, and g) economy and cost-effectiveness. In each country and over each network, challenges and concerns may vary, but, in most cases, competent authorities, engaged in road development policies, have to deal with most of these issues. The optimization of the means to achieve the best results seems to be an enduring stake. In the present paper, the origin and the main features of these challenges are outlined as well as their tendency to get amplified or diminished under the actual evolving economic conditions worldwide, where growth alternates with crisis and social hardship. Moreover, responses, meant to provide solutions to the said challenges, are suggested, including research findings of Aristotle University and innovative technological achievements, to drive the transition to a more sustainable future.

Based on first-principles methods, the authors of this paper investigate spin thermoelectric effects of one-dimensional spin-based devices consisting of zigzag-edged graphene nanoribbons (ZGNRs), carbon chains and graphene nanoflake. It is found that the spin-down transmission function is suppressed to zero, while the spin-up transmission function is about 0.25. Therefore, an ideal half-metallic property is achieved. In addition, the phonon thermal conductance is obviously smaller than the electronic thermal conductance. Meantime, the spin Seebeck effects are obviously enhanced at the low-temperature regime (about 80K), resulting in the fact that spin thermoelectric figure of merit can reach about 40. Moreover, the spin thermoelectric figure of merit is always larger than the corresponding charge thermoelectric figure of merit. Therefore, the study shows that they can be used to prepare the ideal thermospin devices.

The porous carbon/Ni nanoparticle composite was prepared by a freeze-drying method using NaCl as the template. It was applied in the effect of the concentration, adsorption time, and temperature of adsorption on the adsorption behavior. The kinetic model and the adsorption isothermic fitting results show that the adsorption behavior fits with the pseudo-secondary dynamics and the Langmuir isothermal model, indicating that the adsorption process is monolayer adsorption. Thermodynamic results indicate that the adsorption process is spontaneous physicochemical adsorption. The fitting showed that the porous carbon/Ni nanoparticle composites reach 217.17 mg·g^-1, at 313 K indicates good adsorption for Congo red.

In this study, the development of rinnenkarren systems is analyzed. During the field studies, 36 rinnenkarren systems were investigated. The width and depth were measured at every 10 cm on the main channels and then shape was calculated to these places (the quotient of channel width and depth). Water flow was performed on artificial rinnenkarren system. A relation was looked for between the density of tributary channels and the average shape of the main channel, between the distance of tributary channels from each other and the shape of a given place of the main channel. The density and total length of the tributary channels on the lower and upper sections of the main channels being narrow at their lower end (11 pieces) and being wide at their lower end (10 pieces) of the rinnenkarren systems were calculated as well as their average proportional distance from the lower end of the main channel. The number of channel hollows was determined on the lower and upper sections of these main channels. It can be stated that the average shape of the main channel calculated to its total length depends on the density of the tributary channels and on the distance of tributary channels from each other. The main channel shape is smaller if less water flows on the floor for a long time because of the small density of the tributary channels and the great distance between the tributary channels. In this case, the channel deepens, but it does not widen. The width of the main channel depends on the number and location of the rivulets developing on channel-free relief. The main channel becomes narrow towards its lower end if the tributary rivulets are denser and longer on the upper part of the main rivulet developing on the channel-free, plain terrain and their distance is larger compared to the lower end. The channel hollows develop mainly at those places where the later developing tributary channels are hanging above the floor of the main channel. Thus, the former ones are younger than the latter ones. It can be stated that the morphology of the main channels (shape, channel hollows, and width changes of the main channel) is determined by the tributary channels (their number, location and age).