Using the rank scale rule, taking 47 major port cities in China from 2001 to 2015 as research samples, this paper discusses the rank scale characteristics and hierarchical structure of coastal port city system from a multi-functional perspective, and divides the coupling type of multi-functional development based on shipping logistics. The research shows that: 1) from 2001 to 2015, the scale-free area of manufacturing function order scale distribution in the coastal port city system appeared bifractal structure, the hierarchical segmentation characteristics appeared, and the other functions were single fractal; From the perspective of long-term evolution, only the order and scale distribution of shipping logistics function has developed from centralization to equilibrium, while the business function, manufacturing function (scale-free region I), modern service function and population distribution function are in a centralized situation. 2) The hierarchical structure of coastal port city system has gradually changed from pyramid structure to spindle structure, and generally formed five levels: national hub, regional hub, regional sub center, regional node and local node. 3) From the perspective of multi-functional coupling types, the traditional functions of port cities are generally ahead, while the high-end service functions lag behind, and the improvement speed of urban functions is slow and tends to be flat, indicating that the multi-functional development of China’s coastal port cities is still at a low level, and the industrial system structure needs to be further optimized. 4) From the perspective of port cities at different levels, the functions of regional hub cities and regional sub central cities are in the stage of rapid growth; regional and local node cities are still in the growth stage of traditional functions such as industry and commerce.

The analysis of the accumulation and export of nutrients by the cowpea crop is fundamental for a more sustainable fertilization program, because the definition of the doses of organic fertilizers based only on the estimated maximum yield does not guarantee the maintenance of soil fertility. The objective of this study was to evaluate the effect of fertilization with chicken manure on the productivity, accumulation and exportation of nutrients by the pods of cowpea. A randomized block design was used, with five doses of chicken manure (0; 5; 10; 20 and 40 t ha^-1) and four repetitions. The highest levels of P and Mg were found in the leaves with the application of 40 t ha^-1 of manure. The maximum pod length was 14.47 cm, estimated with the dose of 33.33 t ha^-1 of manure. The highest values of diameter, number of pods per plant and pod productivity were observed at the highest dose of manure applied. In relative terms, that is, total exported in relation to the total extracted by the aerial part, phosphorus is the nutrient most exported by the pods, on average 58%, followed by N (55%), K (43%), Mg (40%), S (38%) and Ca (17%). At the highest dose, although Ca accumulation occurred in large quantities (31.3 kg ha^-1), only 13% of it was exported by the pods. Fertilizing cowpea with chicken manure supplied essential nutrients and increased pod yield from 7.2 (no fertilization) to 16.3 t ha^-1 (fertilization with 40 t ha^-1 of chicken manure). The plant remains of the cowpea constitute an important source of nutrients, being obtained at the highest dose of manure applied (40 t ha^-1) the following amounts of macronutrients (kg ha^-1): N (51.4); P (5.1); K (27.6); Ca (27.1); Mg (8.2); S (5.1), which may return to the soil, with the incorporation of the plants.

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.

The landlocked and fragile countries’ ability to create a sustainable path to economic growth and poverty reduction is inextricably linked to their export diversification potential, itself related to their connectivity within themselves, in the region, and other external markets. Mali, Chad, and Niger are first challenged by their geography—their landlocked nature with their vast and thinly populated space serves to isolate the most vulnerable communities from external and internal markets. Adding to these geographic disadvantages non-landlocked is incentive environment—defined by high and variable customs common external tariff regimes resulting from multiple overlapping regional trade arrangements—places a wedge between domestic and international prices, provides a disincentive to exports in favor of non-tradable and domestic-oriented sectors. By bringing greater coherence and convergence between the many common external tariff regimes in operation and the rationalization of their structures, and improving connectivity within and between markets, Mali, Chad, Niger, and Guinea can better promote the reallocation of resources toward tradable goods and services, putting the countries on a path toward greater economic inclusion and sustainable growth.