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.

In the new century, the traditional model of enterprise human resource management is facing the challenge of the times, improving the human resource management of enterprises, and must innovate the concept of enterprise human resource management. After the 1950s, some economists established the theory of human capital, not only can more effectively explain the problems of modern social economic growth, but also on the enterprise's human resources management contribution to a positive impact. This paper introduces the concept of human capital and human capital investment into enterprise human resource management, which opens up a new perspective for enterprise human resource management. In this paper, we will first define the characteristics of human capital and the main body of human capital investment, and then analyze the meaning of various human resource management behaviors from the perspective of capital investment, estimate their benefits, costs and risks, and finally use scientific means to establish investment decision model and risk control mechanism, to maximize the effectiveness of human resources, so that the management behavior of enterprise's human can bring more revenue for the enterprises, thereby enhancing the competitiveness of enterprises. At present, the scientific operation of human resources is the key to the healthy development of enterprises.

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.

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 project finance scenario has changed significantly around the world after the 2008 financial crisis and following the subsequent Basel III recommendations. Project finance loans from commercial banks and financial institutions have largely dried up, leaving it mostly to the export credit agencies and the bilateral and multilateral development banks to provide the institutional credit. Unfortunately, those sources are not enough, given the huge needs for construction of new infrastructure and renovation of the old ones across Asia, Africa and Latin America. The need for capital markets, through market listed financial products across asset class, unlocking a large part of domestic and corporate savings, has never been felt as strongly before. This article seeks to analyze the development story of various Asian capital markets and examine financial products, which have succeeded in their short history in receiving investor interest. The article also delves into the challenges to market development, policy imperatives and the issues relating to market liquidity and credit rating, which are the most significant influencers for public market float and investor interest.

Using a newly-developed data set for Portugal, we analyze the industry-level effects of infrastructure investment. Focusing on the divide between traded and non-traded industries, we find that infrastructure investments have a non-traded bias, as these shift the industry mix towards private and public services. We also find that the industries that benefit the most in relative terms are all non-traded: construction, trade, and real estate, among the private services, and education and health, among the public services. Similarly, emerging trading sectors, such as hospitality and professional services, stand to gain. The positive impacts on traded industries are too small to make a difference. These results highlight that infrastructure-based strategies are not neutral in terms of the industry mix. Moreover, with most of the benefits accruing to non-traded industries, such a development model that is heavily based on domestic demand may be unsustainable in light of Portugal’s current foreign account position.