A review of the CARG Project of the Campania Region (marine counterpart) up to water depths of 200 m is herein proposed referring to the Gulf of Naples (southern Tyrrhenian Sea) aimed at focusing on the main scientific results obtained in the frame of this important project of marine geological cartography. The Gulf of Naples includes several geological sheets, namely n. 464 “Island of Ischia” both at the 1:25,000 and 1:10,000 scale, n. 465 “Island of Procida” at the 1:50,000 scale, n. 466–485 “Sorrento–Termini” at the 1:50,000 scale, n. 446–447 Naples at the 1:50,000 scale, and n. 484 “Island of Capri” at the 1:25,000 scale. The detailed revision of both the marine geological and geophysical data and of the literature data has allowed us to outline new perspectives in marine geology and cartography of Campania Region, including monitoring of coastal zone and individuation of coastal and volcano-tectonic and marine hazards.

Cross-border infrastructure projects offer significant economic and social benefits for the Asia-Pacific region. If the required investment of $8 trillion in pan-Asian connectivity was made in the region’s infrastructure during 2010–2020, the total net income gains for developing Asia could reach about $12.98 trillion (in 2008 US dollars) during 2010–2020 and beyond, of which more than $4.43 trillion would be gained during 2010–2020 and nearly $8.55 trillion after 2020. Indeed, infrastructure connectivity helps improve regional productivity and competitiveness by facilitating the movement of goods, services and human resources, producing economies of scale, promoting trade and foreign direct investments, creating new business opportunities, stimulating inclusive industrialization and narrowing development gaps between communities, countries or sub-regions. Unfortunately, due to limited financing, progress in the development of cross-border infrastructure in the region is low.

This paper examines the key challenges faced in financing cross-border projects and discusses the roles that different stakeholders—national governments, state-owned enterprises, private sector, regional entities, development financing institutions (DFIs), affected people and civil society organizations—can play in facilitating the development of cross-border infrastructure in the region. In particular, this paper highlights the major risks that deter private sector investments and FDIs and provides recommendations to address these risks.

The changes the magnetic flux generated (electric, magnetic and electromagnetic waves) on the surface of earth due to sudden changes is a matter of discussion. These emissions occur along the fault line generated due to geological and tectonic processes. When sudden changes occur in the environment due to seismic and atmospheric variations, these sensing was observed by creatures and human bodies because the animals and trees adopt the abnormal signals and change the behavior. We have analyzed the changing behavior of recorded signal by live sensors (i.e., banyan tree). So we use the deep-rooted and long-aged banyan tree. The root of banyan tree (long-aged) has been working as a live sensor to record the geological and environmental changes. We record the low frequency signals propagated through solar-terrestrial environment which directly affect the root system of the banyan tree and changes that have been observed by live sensors. Then, very low frequency (VLF) signal may propagate to the earth-ionosphere waveguide. We have also analyzed the different parameters of live cells which is inbuilt in latex of the tree, so we record the dielectric parameters of green stem latex and found some parameters i.e., dielectric constant (ε) and dielectric loss (ε’) of various trees to verify these natural hazards and found good correlation. Therefore, we can say by regularly monitoring the bio-potential signal and dielectric properties of banyan tree and we are able to find the precursory signature of seismic hazards and environmental changes.

This study analyzes the impact of a high-speed rail line on tax revenues and on the economy of affected regions within the country. The economic impact of infrastructure investment can be induced by changes in tax revenues when the infrastructure is in operation. Accurate regional GDP data are not necessarily available in many Asian countries. However, tax data can be collected. Therefore, this study uses tax revenue dates in order to estimate spillover effects of infrastructure investment. The Kyushu high-speed rail line was constructed in 1991 and was completed in 2003. In 2004, the rail line started operating from Kagoshima to Kumamoto. The entire line was opened in 2011. We estimated its impact in the Kyushu region of Japan by using the differencein- difference method, and compared the tax revenues of regions along the high-speed railway line with other regions that were not affected by the railway line. Our findings show a positive impact on the region’s tax revenue following the connection of the Kyushu rapid train with large cities, such as Osaka and Tokyo. Tax revenue in the region significantly increased during construction in 1991–2003, and dropped after the start of operations in 2004–2010. The rapid train’s impact on the neighboring prefectures of Kyushu is positive. However, in 2004–2013, its impact on tax revenue in places farther from the rapid train was observed to be lower. When the Kyushu railway line was connected to the existing high-speed railway line of Sanyo, the situation changed. The study finds statistically significant and economically growing impact on tax revenue after it was completed and connected to other large cities, such as Osaka and Tokyo. Tax revenues in the regions close to the high-speed train is higher than in adjacent regions. The difference-in-difference coefficient methods reveal that corporate tax revenue was lower than personal income tax revenue during construction. However, the difference in corporate tax revenues rose after connectivity with large cities was completed. Public–private partnership (PPP) has been promoted in many Asian countries. However, PPP-infrastructure in India failed in many cases due to the low rate of return from infrastructure investment. This study shows that an increase of tax revenues is significant in the case of the Kyushu rapid train in Japan. If half of the incremental tax revenues were returned to private investors in infrastructure, the rate of return from infrastructure investment would significantly rise for long period of time. It would attract stable and long-term private investors, such as pension funds and insurance funds into infrastructure investment. The last section of the paper will address how incremental tax revenues created by the spillover effects of infrastructure will improve the performance of private investors in infrastructure investment.

This paper considers the problems surrounding the implementation of road infrastructure plans in a policy perspective. As the main pillar of regional connectivity, road networks provide the link across national markets, foster strong and sustainable economic growth, help meeting people’s basic needs, and promote trade and competiveness. It is argued that planning, implementing, and managing good transportation infrastructures poses a series of challenges that require competence, good governance, and the availability of funds. Such problems become more complex when road projects encompass different states and become transnational. The regional dimension of connectivity involves both opportunities and risks; a cooperative attitude by all parties is viewed as the best ingredient to achieve a positive balance. Since most countries cannot still rely on domestic resources, the paper stresses the role of virtuous policies in directing capital flows from abroad towards the infrastructural projects of Southeast Asia.